Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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An idle speed control system is described for an internal combustion engine having a fuel delivery means for supplying fuel to the engine, the idle speed control system comprising in combination: means for controlling the fuel delivery means to supply a scheduled idle fuel quantity during a idle operating state of the engine; means for sensing the engineidle speed; integrator means responsive to the engineidle speed and a desired engineidle speed for adjusting the scheduled idle fuel quantity in direction and amount to cause correspondence between the engineidle speed and the desired engineidle speed, the integrator means adjustment being a measure of engine load conditions; and means for establishing the scheduled idle fuel quantity, the means including (A) means for establishing a family of curves as a function of the amount of integrator adjustment of the scheduled idle fuel quantity, each curve of the family of curves representing idle fuel quantity as a function of engineidle speed for a respective engine load condition, and (B) means for selecting the curve corresponding to the integrator adjustment of the scheduled idle fuel quantity and providing the scheduled fuel quantity from the selected curve in accord with the sensed engineidle speed.

A comprehensive investigation was carried out in order to better understand the combustion behaviour in a low compression ratio DI Dieselengine when multiple injection strategies are applied just after the engine cold starts in low temperature conditions (idling). More specifically, the aim of this study was twofold: on one hand, to understand the effect of the multiple injection strategies on the indicated mean effective pressure; on the other hand, to contribute to the understanding of combustion stability characterized by the coefficient of variation of indicated mean effective pressure. The first objective was fulfilled by analyzing the rate of heat release obtained by in-cylinder pressure diagnosis. The results showed that the timing of the pilot injection closest to the main injection was the most influential parameter based on the behaviour of the rate of heat release (regardless of the multiple injection strategy applied). For the second objective, the combustion stability was found to be correlated with the combustion centroid angle. The results showed a trend between them and the existence of a range of centroid angles where the combustion stability is strong enough. In addition, it was also evident that convenient split injection allows shifting the centroid to such a zone and improves combustion stability after start. (author)

During any hour of the day in the United States, over 100,000 heavy-duty truck engines may be idling to provide heating or air conditioning for their resting drivers. During nighttime hours, this number might climb to 200,000 idlingengines. Heating or air conditioning loads typically served by these idlingengines only amount to one or two horsepower per truck. Because the parasitic loads required to keep these enginesidling are typically from ten to thirty horsepower, exhaust emissions attributable to...

Reducing Vehicle Idling Reducing Vehicle Idling What is Idling? graphic of a hypothetical no-idling sign When a vehicle's engine is on but the vehicle is not in motion, it is idling. Sitting at traffic lights, waiting in a running car to pick someone up, trucks idling while their drivers make deliveries or sleep during rest stops - these are all examples of idling. Why Care About Idling? Although many individual idling episodes are small, the cumulative impacts of idling are large! Consider that idling in the United States uses more than 6 billion gallons of fuel at a cost of more than $20 billion EACH year. Add to that the costs of maintenance related to the extra engine running time and the added emissions of particulates (PM10), nitrogen oxides (NOx), carbon monoxide (CO) and carbon dioxide (CO2) related to

Argonne's Idle Reduction Research Argonne's Idle Reduction Research Heavy-Duty Vehicles Overnight Idling Anyone who has driven on interstate highways knows that tractor-trailer trucks usually idle overnight while their drivers sleep. The trucks are kept running to Heat and cool the cab and sleeper, Mask noises, Keep the fuel warm in winter, Avoid cold starting, and Provide for personal safety. Long-haul trucks typically idle 6 hours per day, or 1,830 hours per year, but actual practice varies, from idling 1-2 nights per week to hardly ever turning the engine off. Locomotives, buses, freighters, and cruise ships idle during overnight stops for similar amounts of time. Workday Idling Heavy-duty vehicles idle during the workday for a variety of reasons. These can include driver and passenger comfort, engine warmth, and the need to power electronic equipment or work machinery. Buses, locomotives, and marine vehicles can idle for similar reasons.

In response to a United States Department of Energy (DOE) solicitation, the Maryland Energy Administration (MEA), in partnership with CSX Transportation, Inc. (CSXT), submitted a proposal to DOE to support the demonstration of Auxiliary Power Unit (APU) technology on fifty-six CSXT locomotives. The project purpose was to demonstrate the idle fuel savings, the Nitrous Oxide (NOX) emissions reduction and the noise reduction capabilities of the APU. Fifty-six CSXT Baltimore Division locomotives were equipped with APUs, Engine Run Managers (ERM) and communications equipment to permit GPS tracking and data collection from the locomotives. Throughout the report there is mention of the percent time spent in the State of Maryland. The fifty-six locomotives spent most of their time inside the borders of Maryland and some spent all their time inside the state borders. Usually when a locomotive traveled beyond the Maryland State border it was into an adjoining state. They were divided into four groups according to assignment: (1) Power Unit/Switcher Mate units, (2) Remote Control units, (3) SD50 Pusher units and (4) Other units. The primary data of interest were idle data plus the status of the locomotive--stationary or moving. Also collected were main engine off, idling or working. Idle data were collected by county location, by locomotive status (stationary or moving) and type of idle (Idle 1, main engineidling, APU off; Idle 2, main engine off, APU on; Idle 3, main engine off, APU off; Idle 4, main engineidle, APU on). Desirable main engineidle states are main engine off and APU off or main engine off and APU on. Measuring the time the main engine spends in these desirable states versus the total time it could spend in an engineidling state allows the calculation of Percent Idle Management Effectiveness (%IME). IME is the result of the operation of the APU plus the implementation of CSXT's Warm Weather Shutdown Policy. It is difficult to separate the two. The units demonstrated an IME of 64% at stationary idle for the test period. The data collected during calendar year 2004 demonstrated that 707,600 gallons of fuel were saved and 285 tons of NOX were not emitted as a result of idle management in stationary idle, which translates to 12,636 gallons and 5.1 tons of NOx per unit respectively. The noise reduction capabilities of the APU demonstrated that at 150 feet from the locomotive the loaded APU with the main engine shut down generated noise that was only marginally above ambient noise level.

This guide provides a thorough background on dieselengine analysis including combustion, vibration, and ultrasonic analysis theory. Interpretation of results is also provided. This guide is intended to enable nuclear utility personnel to make informed decisions regarding the nature and use of dieselengine analysis, including how to set up an effective program, how to establish analysis guidelines, how to make use of the resulting data to plan maintenance, determine the causes of off-design operating co...

There are basically three different modes of combustion possible for use in reciprocating engines. These include, diffusion burning, as occurs in current dieselengines, flame propagation combustion such as used in conventional SI engines, and homogeneous combustion such as is used in the SwRI HCCI engine. Dieselengines currently offer significant fuel consumption benefits relative to other powerplants for on and off road applications; however, costs and efficiency may become problems as the emissions standards become even more stringent. This presentation presents a discussion of the potentials of HCCI and flame propagation engines as alternatives to the dieselengines. It is suggested that as the emissions standards become more and more stringent, the advantages of the diesel may disappear. The potential for HCCI is limited by the availability of the appropriate fuel. The potential of flame propagation engines is limited by several factors including knock, EGR tolerance, high BMEP operation, and throttling. These limitations are discussed in the context of potential for improvement of the efficiency of the flame propagation engine.

Today's direct-injection diesel Today's direct-injection dieselengines are more rugged, powerful, durable, and reliable than gasoline engines, and use fuel much more efficiently, as well. DieselEngines Yesterday, Today, and Tomorrow Diesels are workhorse engines. That's why you find them powering heavy- duty trucks, buses, tractors, and trains, not to mention large ships, bulldozers, cranes, and other construction equipment. In the past, diesels fit the stereotype of muscle-bound behe- moths. They were dirty and sluggish, smelly and loud. That image doesn't apply to today's dieselengines, however, and tomorrow's diesels will show even greater improvements. They will be even more fuel efficient, more flexible in the fuels they can use, and also much cleaner in emissions. How DieselEngines Work

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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The DieselEngine Light Truck Application (DELTA) program consists of two major contracts with the Department of Energy (DOE). The first one under DE-FC05-97-OR22606, starting from 1997, was completed in 2001, and consequently, a final report was submitted to DOE in 2003. The second part of the contract was under DE-FC05-02OR22909, covering the program progress from 2002 to 2007. This report is the final report of the second part of the program under contract DE-FC05-02OR22909. During the course of this contract, the program work scope and objectives were significantly changed. From 2002 to 2004, the DELTA program continued working on light-duty engine development with the 4.0L V6 DELTA engine, following the accomplishments made from the first part of the program under DE-FC05-97-OR22606. The program work scope in 2005-2007 was changed to the Diesel Particulate Filter (DPF) soot layer characterization and substrate material assessment. This final report will cover two major technical tasks. (1) Continuation of the DELTA engine development to demonstrate production-viable dieselengine technologies and to demonstrate emissions compliance with significant fuel economy advantages, covering progress made from 2002 to 2004. (2) DPF soot layer characterization and substrate material assessment from 2005-2007.

Dieselengines are the most realistic technology to achieve a major improvement in fuel economy in the next decade. In the US light truck market, i.e. Sport Utility Vehicles , pick-up trucks and mini-vans, dieselengines can more than double the fuel economy of similarly rated spark ignition (SI) gasoline engines currently in these vehicles. These new dieselengines are comparable to the SI engines in noise levels and 0 to 60 mph acceleration. They no longer have the traditional ''diesel smell.'' And the new dieselengines will provide roughly twice the service life. This is very significant for resale value which could more than offset the initial premium cost of the dieselengine over that of the SI gasoline engine. So why are we not seeing more dieselengine powered personal vehicles in the U.S.? The European auto fleet is comprised of a little over 30 percent dieselengine powered vehicles while current sales are about 50 percent diesel. In France, over 70 percent of the luxury class cars i.e. Mercedes ''S'' Class, BMW 700 series etc., are sold with the dieselengine option selected. Diesel powered BMW's are winning auto races in Germany. These are a typical of the general North American perspective of diesel powered autos. The big challenge to commercial introduction of dieselengine powered light trucks and autos is compliance with the Environmental Protection Agency (EPA) Tier 2, 2007 emissions standards. Specifically, 0.07gm/mile Oxides of Nitrogen (NOx) and 0.01 gm/mile particulates (PM). Although the EPA has set a series of bins of increasing stringency until the 2007 levels are met, vehicle manufacturers appear to want some assurance that Tier 2, 2007 can be met before they commit an engine to a vehicle.

A dieselengine having staged injection for using lower cetane number fuels than No. 2 diesel fuel. The engine includes a main fuel injector and a pilot fuel injector. Pilot and main fuel may be the same fuel. The pilot injector injects from five to fifteen percent of the total fuel at timings from 20.degree. to 180.degree. BTDC depending upon the quantity of pilot fuel injected, the fuel cetane number and speed and load. The pilot fuel injector is directed toward the centerline of the diesel cylinder and at an angle toward the top of the piston, avoiding the walls of the cylinder. Stratification of the early injected pilot fuel is needed to reduce the fuel-air mixing rate, prevent loss of pilot fuel to quench zones, and keep the fuel-air mixture from becoming too fuel lean to become effective. In one embodiment, the pilot fuel injector includes a single hole for injection of the fuel and is directed at approximately 48.degree. below the head of the cylinder.

Which idling reduction system is Which idling reduction system is most economical for truck owners? Linda Gaines Center for Transportation Research Argonne National Laboratory Commercial Vehicle Engineering Congress and Exposition Rosemont, Il October 7-9, 2008 The price of diesel is high *Idling a Class 8 truck uses 0.6-1.2 gallons per hour *That can total over $50 a night! *So even without regulations, there's an incentive to reduce idling *Even if the price goes down more, idling reduction makes sense 2 Why do sleepers idle overnight? For services to resting driver and friend y Heating, ventilation, and air conditioning (HVAC) y Power for appliances 8TV, microwave, refrigerator, computer, hair drier To keep fuel and engine warm To mask out noises and smells Because other drivers do it

The purpose of this study was to measure the impact of various sources of petroleum-based and bio-based diesel fuels on regulated emissions and fuel economy in diesel particulate filter (DPF) equipped dieselengines. Two model year 2008 dieselengines were tested with nine fuels including a certification ultra-low sulfur diesel (ULSD), local ULSD, high aromatic ULSD, low aromatic ULSD, and twenty percent blends of biodiesel derived from algae, camelina, soy, tallow, and yellow grease. Regulated emissions were measured over the heavy duty diesel transient test cycle. Measurements were also made of DPF-out particle size distribution and total particle count from a 13-mode steady state test using a fast mobility particle sizer. Test engines were a 2008 Cummins ISB and a 2008 International Maxx Force 10, both equipped with actively regenerated DPFs. Fuel consumption was roughly 2% greater over the transient test cycle for the B20 blends versus certification ULSD in both engines, consistent with the slightly lower energy content of biodiesel. Unlike studies conducted on older model engines, these engines equipped with diesel oxidation catalysts and DPFs showed small or no measurable fuel effect on the tailpipe emissions of total hydrocarbons (THC), carbon monoxide (CO) and particulate matter (PM). No differences in particle size distribution or total particle count were seen in a comparison of certification ULSD and B20 soy, with the exception of engineidling conditions where B20 produced a small reduction in the number of nucleation mode particles. In the Cummins engine, B20 prepared from algae, camelina, soy, and tallow resulted in an approximately 2.5% increase in nitrogen oxides (NO{sub x}) compared to the base fuel. The International engine demonstrated a higher degree of variability for NO{sub x} emissions, and fuel effects could not be resolved (p > 0.05). The group of petroleum diesel test fuels produced a range of NO{sub x} emissions very similar to that caused by blending of biodiesel. Test cycles where an active regeneration of the DPF occurred resulted in a nearly threefold increase in NO{sub x} emissions and a 15% increase in fuel consumption. The full quantification of DPF regeneration events further complicates the accurate calculation of fuel impacts on emissions and fuel consumption.

Dieselengines are the dominant propulsion engine of choice for most of the commercial surface transportation applications in the world. Consider agricultural uses: Dieselengine power is used to prepare the soil, transport the bulk seed or seedlings, pump irrigation water, and spray fertilizers, mechanically harvest some crops and distribute the produce to market. Dieselengines power virtually all of the off-highway construction equipment. Deep water commercial freighters or containerships are almost all dieselengine powered. The passenger ships are primarily either diesel or a combination of diesel and gas turbine, referred to as CODAG or CODOG.

Diesel Sprays Diesel Sprays Chris Powell and fuel spray xray beamline Christopher Powell, an engine research scientist, fits a specially designed X-ray pressure window to a high-pressure chamber used in diesel spray research. These windows allow Argonne researchers to use X-rays to probe diesel sprays under the high-density conditions found in dieselengines. Diesel sprays Dieselengines are significantly more fuel-efficient than their gasoline counterparts, so wider adoption of diesels in the U.S. would decrease the nationÂ’s petroleum consumption. However, diesels emit much higher levels of pollutants, especially particulate matter and NOx (nitrogen oxides). These emissions have prevented more manufacturers from introducing diesel passenger cars. Researchers are exploring ways to reduce pollution formation in the engine

This report reviews, assesses, and summarizes the research and development status of dieselengine technology applicable to light-duty vehicles. In addition, it identifies specific basic and applied research and development needs in light-duty diesel technology and related health areas where initial or increased participation by the US Government would be desirable. The material presented in this report updates information provided in the first dieselengine status report prepared by the Aerospace Corporation for the Department of Energy in September, 1978.

Pollution from dieselengines is a significant part of our nation's air-quality problem. Even under the more stringent standards for heavy-duty engines set to take effect in 2004, these engines will continue to emit large amounts of nitrogen oxides and particulate matter, both of which affect public health. To address this problem, the Idaho National Engineering and Environmental Laboratory (INEEL) invented a self-cleaning, high temperature, cermet filter that reduces heavy-duty dieselengine emissions. The main advantage of the INEEL cermet filter, compared to current technology, is its ability to destroy carbon particles and NOx in dieselengine exhaust. As a result, this technology is expected to improve our nation's environmental quality by meeting the need for heavy-duty dieselengine emissions control. This paper describes the cermet filter technology and the initial research and development effort.Dieselengines currently emit soot and NOx that pollute our air. It is expected that the U.S. Environmental Protection Agency (EPA) will begin tightening the regulatory requirements to control these emissions. The INEEL's self-cleaning, high temperature cermet filter provides a technology to clean heavy-duty dieselengine emissions. Under high engine exhaust temperatures, the cermet filter simultaneously removes carbon particles and NOx from the exhaust gas. The cermet filter is made from inexpensive starting materials, via net shape bulk forming and a single-step combustion synthesis process, and can be brazed to existing structures. It is self-cleaning, lightweight, mechanically strong, thermal shock resistant, and has a high melting temperature, high heat capacity, and controllable thermal expansion coefficient. The filter's porosity is controlled to provide high removal efficiency for carbon particulate. It can be made catalytic to oxidize CO, H2, and hydrocarbons, and reduce NOx. When activated by engine exhaust, the filter produces NH3 and light hydrocarbon gases that can effectively destroy the NOx in the exhaust. The following sections describe cermet filter technology and properties of the INEEL filter.

A workshop to explore the technological issues involved with the removal of sulfur from lubricants and the development of low emission dieselengine oils was held in Scottsdale, Arizona, January 30 through February 1, 2000. It presented an overview of the current technology by means of panel discussions and technical presentations from industry, government, and academia.

In this article, a dieselengine named "X6170ZC" has been converted into a dual-fuel engine of diesel and liquefied natural gas (LNG). The principle, composition and characteristics of electronic control system for the engine have been introduced. An ... Keywords: engine, dual-fuel, intelligent

The paths of vibrational energy transfer in a dieselengine were investigated in order to obtain insight into ways of reducing this transfer to the exterior surfaces and thereby reduce the radiated noise. The engine was tested in a nonrunning condition with simulated internal forces in order to study the different transfer paths separately. Vibration response measurements were made of individual engine components and lumped?parameter models were developed to simulate this response. These models were then used to determine component design changes that would reduce the energy transfer. Two design changes were implemented in the engine and a reduction of the energy transfer was achieved as predicted.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "diesel engine idling" from the National Library of EnergyBeta (NLEBeta).
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What is the purpose of idling? The scale of idling can be small, as when parents idle their vehicles while waiting for their children outside of school, or it can be large, as when ocean liners are in port. In many cases, the primary purpose for idling is to control the temperature of a passenger or freight compartment. Large line-haul trucks idle overnight to keep fuel and the engine warm, for the resting driver's comfort, to mask out noises and smells, and for safety. In addition, all classes of trucks idle during the workday at ports and terminals, busy delivery sites, border crossings, and other work sites. They may be idling to enable slow movement in a queue (creep idling) or to provide other services. Bus drivers also idle their vehicles while they wait for passengers and to warm up in the morning. Even locomotive engines are idled so they start, for hotel load, to keep the battery charged, to keep the toilet water from freezing, and for air brakes, or because the operator idles out of habit. Although this document focuses on long-haul trucks, much of the information applies to other vehicles as well. The impacts of idling are substantial, with as much as 6 billion gallons of fuel burned unnecessarily each year in the United States at a cost of over $20 billion. The extra hours of engine operation also cost the owners money for more frequent maintenance and overhauls. In addition, idling vehicles emit particulates (PM{sub 10}), nitrogen dioxide (NO{sub 2}), carbon monoxide (CO), and carbon dioxide (CO{sub 2}). These emissions, along with noise from idling vehicles, have led to many local and state restrictions on idling. Two main factors have combined to create a surge of interest in idling reduction (IR): (1) Increasing restrictions on idling for heavy vehicles and (2) The price of diesel fuel. Because stakeholders focus their efforts on improving different factors (air quality, fuel economy, noise level), they do not necessarily agree on the most advantageous technological alternatives to implement. In addition, although many equipment manufacturers have tried to educate customers and government agencies, they often provide conflicting claims about the comparative merits of different devices. This makes it difficult for truck owners to choose the right equipment for their needs. In this study, we present the first comparison of IR technologies with each other and with idling on the basis of both costs and full fuel-cycle emissions, for different locations, fuel prices, and idling patterns. The preferences described are for the technologies that reduce total emissions the most and cost truck owners the least. We also discuss how regulatory issues and legislation affect IR, what financial incentives help to promote IR, and how outreach and education approaches can be adopted to reduce the need to idle. Finally, we offer a prediction of how future research and development (R&D), regulations, and citizen involvement can help to improve fuel economy and clean the air.

Five Myths About DieselEngines Five Myths About DieselEngines by Louise Lerner Steve Ciatti Steve Ciatti in the Engine Research Facility Dieselengines, long confined to trucks and ships, are garnering more interest for their fuel efficiency and reduced carbon dioxide emissions relative to gasoline engines. Argonne mechanical engineer Steve Ciatti takes a crack at some of the more persistent myths surrounding the technology. Myth #1: Diesel is dirty. "We all have this image of trucks belching out dirty black smoke," Ciatti said. This smoke is particulate matter from diesel exhaust: soot and small amounts of other chemicals produced by the engine. But EPA emissions requirements have significantly tightened, and dieselengines now have to meet the same criteria as gasoline engines. They do

The thrust of this resarch program has been to determine the effect of various alternative and synthetic fuels on the performance and emissions from Dieselengines. The purpose of research was to investigate the various fuels for extension of existing supplies or as emergency substitutes for Diesel fuels. Thus, the work did not emphasize optimization of the engines for a given fuel;the engines were generally run at manufacturers specifications for conventional fuels. During the various studies, regulated and unregualted emissions were investigated and the biological activity of the soluble organics on the particulate emissions was determined using the Ames test procedure. During the present contract period, three experimental programs were carried out. The first program investigated the utilization of methane and propane in an indirect injection, multicylinder engine. In the other two studies, a single cylinder direct injection Dieselengine was used to investigate the performance and emission characteristics of synthetic fuels derived from tar sands and oil shale and of three fuels derived from coal by the Exxon Donor Solvent (EDS) process. The body of this report consists of three chapters which summarize the experimental equipment, procedures, and major results from the studies of methane and propane fumigation, of synthetic fuels from oil shale and tar sands and of the coal-derived fuels.

Combining Gas and DieselEngines Could Yield the Best of Both Worlds Combining Gas and DieselEngines Could Yield the Best of Both Worlds by Louise Lerner Steve Ciatti Steve Ciatti in the Engine Research Facility It may be hard to believe, but the beloved gasoline engine that powers more than 200 million cars across America every day didn't get its status because it's the most efficient engine. Dieselengines can be more than twice as efficient, but they spew soot and pollutants into the air. Could researchers at the U.S. Department of Energy's Argonne National Laboratory engineer a union between the two-combining the best of both? Steve Ciatti, a mechanical engineer at Argonne, is heading a team to explore the possibilities of a gasoline-dieselengine. The result, so far, is cleaner than a dieselengine and almost twice as efficient as a typical

Accomplishments during three years entitled The Utilization of Alternate Fuels in DieselEngines are summarized. Experiments were designed and test equipment set-up for the purpose of evaluating the use of methanol as a fumigant for light-duty Dieselengine service. The major experimental results were obtained from a multicylinder automotive Dieselengine. However, fundamental studies employing a GC/micro-reactor and a constant volume combustion bomb were also started. The purpose of this work was to measure some of the chemical and physical properties of methanol and methanol-air mixtures. The laminar flame velocity for various mixtures has been measured in the combustion bomb and thermal degradation studies have begun in the GC/micro-reactor. An Oldsmobile 5.7 liter V/8 Dieselengine was fumigated with methanol in amounts up to 40% of the fuel energy. The primary objectives of the study were to determine the effect of methanol fumigation on fuel efficiency, smoke, nitric oxide emission, and the occurrence of severe knock. An assessment of the biological activity for samples of the raw exhaust particulate and its soluble organic extract was also made using boh the Ames Salmonella typhimurium test and the B. subtilis Comptest. Generally, methanol fumigation was found to decrease NO emission for all conditions, to have a slight effect on smoke opacity, and to have a beneficial effect on fuel efficiency at higher loads. Also at higher loads, the methanol was found to induce what was defined as knock limited operation. The biological activity of the raw particulate matter was fond to be less than that of its soluble organic extract. However, for both the fumigation of methanol did enhance the biological activity.

Task 1 was to design study for fuel-efficient system configuration. The objective of task 1 was to perform a system design study of locomotive engine configurations leading to a 5% improvement in fuel efficiency. Modeling studies were conducted in GT-Power to perform this task. GT-Power is an engine simulation tool that facilitates modeling of engine components and their system level interactions. It provides the capability to evaluate a variety of engine technologies such as exhaust gas circulation (EGR), variable valve timing, and advanced turbo charging. The setup of GT-Power includes a flexible format that allows the effects of variations in available technologies (i.e., varying EGR fractions or fuel injection timing) to be systematically evaluated. Therefore, development can be driven by the simultaneous evaluation of several technology configurations.

This workshop was held July 6--9, 1998 in Castine, Maine. The purpose of this workshop was to provide a multidisciplinary forum for exchange of state-of-the-art information on reduction of dieselengine emissions. Attention was focused on the following: agency/organization concerns on engine emissions; dieselengine issues and challenges; health risks from dieselengines emissions; fuels and lubrication technologies; non-thermal plasma and urea after-treatment technologies; and dieselengine technologies for emission reduction 1 and 2.

Cummins has studied requirements of the Light Truck Automotive market in the United States and believes that the proposed V-family of engines meets those needs. Design and development of the V-family engine system continues and has expanded. The engine system is a difficult one, since the combined requirements of a very fuel-efficient commercial diesel, and the performance and sociability requirements of a gasoline engine are needed. Results of testing show that the engine can meet requirements for fuel economy and emissions in the Tier 2 interim period from 2004 to 2008. Advanced results show that the full Tier 2 results for 2008 and beyond can be achieved on a laboratory basis.

The ultimate objective of this work has been to develop a nonthermal plasma process to reduce NO{sub x} in diesel exhaust gas. A secondary objective has been to study the possibility of particulate matter (soot) reduction by the same technique. The early work revealed a fundamental difficulty with this NO{sub x} reduction approach in the gas environment of the dieselengine exhaust. These observations necessitated a thorough study of the unfavorable chemistry in the hope that knowledge of the chemical mechanism would offer an opportunity to make the approach useful for NO{sub x} reduction. Whereas fundamental understanding of the mechanism has been obtained, the authors have not found any measure that would make the approach meet its original objective.

Hi-Z Technology, Inc. (Hi-Z) is currently developing four different auxiliary generator designs that are used to convert a portion (5 to 20%) of the waste heat from vehicle engines exhaust directly to electricity. The four designs range from 200 Watts to 10 kW. The furthest along is the 1 kW Diesel Truck Thermoelectric Generator (DTTEG) for heavy duty Class 8 Diesel trucks, which, under this program, has been subjected to 543,000 equivalent miles of bouncing and jarring on PACCARâ??s test track. Test experience on an earlier version of the DTTEG on the same track showed the need for design modifications incorporated in DTTEG Mod 2, such as a heavy duty shock mounting system and reinforcement of the electrical leads mounting system, the thermocouple mounting system and the thermoelectric module restraints. The conclusion of the 543,000 mile test also pointed the way for an upgrading to heavy duty hose or flex connections for the internal coolant connections for the TEG, and consideration of a separate lower temperature cooling loop with its own radiator. Fuel savings of up to $750 per year and a three to five year payback are believed to be possible with the 5 % efficiency modules. The economics are expected to improve considerably to approach a two year payback when the 5 kW to 10 kW generators make it to the market in a few years with a higher efficiency (20%) thermoelectric module system called Quantum Wells, which are currently under development by Hi-Z. Ultimately, as automation takes over to reduce material and labor costs in the high volume production of QW modules, a one year payback for the 5 kW to10 kW generator appears possible. This was one of the stated goals at the beginning of the project. At some future point in time, with the DTTEG becoming standard equipment on all trucks and automobiles, fuel savings from the 25% conversion of exhaust heat to useable electricity nationwide equates to a 10% reduction in the 12 to 15 million barrels per day of imported oil, that much less air pollution, and an equivalent reduction in the trade deficit, which is expected to lower the inflation rate.

A concept of forced swirl combustion chamber in dieselengine is proposed in this paper. It can be used to enhance the intensity of swirl flow in the cylinder and accelerate the rate of air-fuel mixture process by designing the special structure in the ... Keywords: dieselengine, forced swirl, combustion chamber, simulation

A concept of forced swirl combustion chamber in dieselengine is proposed in this paper. It can be used to enhance the intensity of swirl flow in the cylinder and accelerate the rate of air-fuel mixture process by designing the special structure in the ... Keywords: dieselengine, forced swirl, combustion chamber, simulation

Fuel economy of large, on-road dieselengines has become even more critical in recent years for engine manufactures, vehicle OEMs, and truck operators, in view of pending CO2 emission regulations. Demands for increased ...

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "diesel engine idling" from the National Library of EnergyBeta (NLEBeta).
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As evidenced by recent lawsuits brought against operators of large diesel truck fleets [1] and by the Consent Decree brought against the heavy-duty diesel manufacturers [2], the environmental and health effects of dieselengine emissions continue to be a significant concern. Reduction of dieselengine emissions has traditionally been achieved through a combination of fuel system, combustion chamber, and engine control modifications [3]. Catalytic aftertreatment has become common on modern diesel vehicles, with the predominant device being the diesel oxidation catalytic converter [3]. To enable advanced after-treatment devices and to directly reduce emissions, significant recent interest has focused on reformulation of diesel fuel, particularly the reduction of sulfur content. The EPA has man-dated that diesel fuel will have only 15 ppm sulfur content by 2007, with current diesel specifications requiring around 300 ppm [4]. Reduction of sulfur will permit sulfur-sensitive aftertreatment devices, continuously regenerating particulate traps, NOx control catalysts, and plasma assisted catalysts to be implemented on diesel vehicles [4]. Another method of reformulating diesel fuel to reduce emissions is to incorporate oxygen in the fuel, as was done in the reformulation of gasoline. The use of methyl tertiary butyl ether (MTBE) in reformulated gasoline has resulted in contamination of water resources across the country [5]. Nonetheless, by relying on the lessons learned from MTBE, oxygenation of diesel fuel may be accomplished without compromising water quality. Oxygenation of diesel fuel offers the possibility of reducing particulate matter emissions significantly, even for the current fleet of diesel vehicles. The mechanism by which oxygen content leads to particulate matter reductions is still under debate, but recent evidence shows clearly that ''smokeless'' engine operation is possible when the oxygen content of diesel fuel reaches roughly 38% by weight [6]. The potential improvements in energy efficiency within the transportation section, particularly in sport utility vehicles and light-duty trucks, that can be provided by deployment of dieselengines in passenger cars and trucks is a strong incentive to develop cleaner burning dieselengines and cleaner burning fuels for dieselengines. Thus, serious consideration of oxygenated diesel fuels is of significant practical interest and value to society. In the present work, a diesel fuel reformulating agent, CETANERTM, has been examined in a popular light-medium duty turbodiesel engine over a range of blending ratios. This additive is a mixture of glycol ethers and can be produced from dimethyl ether, which itself can be manufactured from synthesis gas using Air Products' Liquid Phase Dimethyl Ether (LPDME TM) technology. CETANERTM is a liquid, has an oxygen content of 36 wt.%, has a cetane number over 100 and is highly miscible in diesel fuel. This combination of physical and chemical properties makes CETANERTM an attractive agent for oxygenating diesel fuel. The present study considered CETANERTM ratios from 0 to 40 wt.% in a California Air Resources Board (CARB) specification diesel fuel. Particulate matter emissions, gaseous emissions and in-cylinder pressure traces were monitored over the AVL 8-Mode engine test protocol [7]. This paper presents the results from these measurements and discusses the implications of using high cetane number oxygenates in diesel fuel reformulation.

Air Force Fellows helping work toward smarter dieselengines Air Force Fellows helping work toward smarter dieselengines Air Force Fellows Clint Abell (left) and Jeff Gillen work on Smarter DieselEngine (SDE) 21. The project involves using ion sensors to help the engine run at maximum efficiency. Air Force Fellows Clint Abell (left) and Jeff Gillen work on Smarter DieselEngine (SDE) 21. The project involves using ion sensors to help the engine run at maximum efficiency. (Photo by Wes Agresta) One of the three core values of the Air Force is "excellence in all we do." So it should be no surprise that there are currently two Air Force officers here at Argonne studying ways to improve the efficiency of military vehicles. Lieutenant Colonel Jeff Gillen and Major Clint Abell are the fourth set of Air Force Fellows to spend time at Argonne, but the first to be stationed

Based on dieselengine equipped with common rail, the multi-injection strategies common rail dieselengine test bed is established with NI test system. In this test bed, the influences of optimized multi-injection strategies to dieselengine performances ... Keywords: common rail, dieselengine, multi-injection, emission

In the wake of global warming and fossil fuel depletion, renewed attention has been paid to shifting away from the use of petroleum based fuels. The world?s energy demand is commencing its dependency on alternative fuels. Such alternative fuels in use today consist of bio-alcohols (such as ethanol), hydrogen, biomass, and natural oil/fat derived fuels. However, in this study, the focus will be on the alternative fuel derived from natural oils and fats, namely biodiesel. The following study characterizes the performance of a medium-duty dieselengine fuelled with biodiesel and conventional diesel. The objective is accomplished by taking measurements of manifold pressure and temperature, fuel flow, air flow, and torque. The study first characterizes a John Deere 4.5 liter 4 cylinder direct injection engine with exhaust gas recirculation (EGR), common rail fuel injection, and variable turbo-charging with conventional petroleum diesel to set a reference for comparison. The study then proceeds to characterize the differences in engine performance as a result of using biodiesel relative to conventional diesel. The results show that torque decreases with the use of biodiesel by about 10%. The evaluation of engine performance parameters shows that torque is decreased because of the lower heating value of biodiesel compared to conventional diesel. The insignificant difference between the other performance parameters shows that the ECM demands the same performance of the engine regardless of the fuel being combusted by the engine.

The objective of this project was to develop durable zeolite nanocatalysts with broader operating temperature windows to treat dieselengine emissions to enable dieselengine based equipment and vehicles to meet future regulatory requirements. A second objective was to improve hydrothermal durability of zeolite catalysts to at least 675 C. The results presented in this report show that we have successfully achieved both objectives. Since it is accepted that the first step in NO{sub x} conversion under SCR (selective catalytic reduction) conditions involves NO oxidation to NO{sub 2}, we reasoned that catalyst modification that can enhance NO oxidation at low-temperatures should facilitate NO{sub x} reduction at low temperatures. Considering that Cu-ZSM-5 is a more efficient catalyst than Fe-ZSM-5 at low-temperature, we chose to modify Cu-ZSM-5. It is important to point out that the poor low-temperature efficiency of Fe-ZSM-5 has been shown to be due to selective absorption of NH{sub 3} at low-temperatures rather than poor NO oxidation activity. In view of this, we also reasoned that an increased electron density on copper in Cu-ZSM-5 would inhibit any bonding with NH{sub 3} at low-temperatures. In addition to modified Cu-ZSM-5, we synthesized a series of new heterobimetallic zeolites, by incorporating a secondary metal cation M (Sc{sup 3+}, Fe{sup 3+}, In{sup 3+}, and La{sup 3+}) in Cu exchanged ZSM-5, zeolite-beta, and SSZ-13 zeolites under carefully controlled experimental conditions. Characterization by diffuse-reflectance ultra-violet-visible spectroscopy (UV-Vis), X-ray powder diffraction (XRD), extended X-ray absorption fine structure spectroscopy (EXAFS) and electron paramagnetic resonance spectroscopy (EPR) does not permit conclusive structural determination but supports the proposal that M{sup 3+} has been incorporated in the vicinity of Cu(II). The protocols for degreening catalysts, testing under various operating conditions, and accelerated aging conditions were provided by our collaborators at John Deere Power Systems. Among various zeolites reported here, CuFe-SSZ-13 offers the best NO{sub x} conversion activity in 150-650 C range and is hydrothermally stable when tested under accelerated aging conditions. It is important to note that Cu-SSZ-13 is now a commercial catalyst for NO{sub x} treatment on diesel passenger vehicles. Thus, our catalyst performs better than the commercial catalyst under fast SCR conditions. We initially focused on fast SCR tests to enable us to screen catalysts rapidly. Only the catalysts that exhibit high NO{sub x} conversion at low temperatures are selected for screening under varying NO{sub 2}:NO{sub x} ratio. The detailed tests of CuFe-SSZ-13 show that CuFe-SSZ-13 is more effective than commercial Cu-SSZ-13 even at NO{sub 2}:NO{sub x} ratio of 0.1. The mechanistic studies, employing stop-flow diffuse reflectance FTIR spectroscopy (DRIFTS), suggest that high concentration of NO{sup +}, generated by heterobimetallic zeolites, is probably responsible for their superior low temperature NO{sub x} activity. The results described in this report clearly show that we have successfully completed the first step in a new emission treatment catalyst which is synthesis and laboratory testing employing simulated exhaust. The next step in the catalyst development is engine testing. Efforts are in progress to obtain follow-on funding to carry out scale-up and engine testing to facilitate commercialization of this technology.

Achieving a significant reduction in order-to-shipment lead-time of remanufactured dieselengines can dramatically decrease the amount of finished goods inventory that Caterpillar needs to carry in order to meet its delivery ...

??A systematic nonlinear control methodology for urea-SCR systems applicable for light-to-heavy-duty Dieselengine platforms in a variety of on-road, off-road, and marine applications is developed… (more)

The breakup of injected fuel into spray is of key interest to the design of a fuel efficient, nonpolluting dieselengine. We report preliminary progress on the numerical simulation of diesel fuel injection spray with the front tracking code FronTier. Our simulation design is set to match experiments at ANL, and our present agreement is semi-quantitative. Future efforts will include mesh refinement studies, which will better model the turbulent flow.

This report, entitled Novel Injector Techniques for Coal-Fueled DieselEngines,'' describes the progress and findings of a research program aimed at development of a dry coal powder fuel injector in conjunction with the Thermal Ignition Combustion System (TICS) concept to achieve autoignition of dry powdered coal in a single-cylinder high speed dieselengine. The basic program consisted of concept selection, analysis and design, bench testing and single cylinder engine testing. The coal injector concept which was selected was a one moving part dry-coal-powder injector utilizing air blast injection. Adiabatics has had previous experience running high speed dieselengines on both direct injected directed coal-water-slurry (CWS) fuel and also with dry coal powder aspirated into the intake air. The Thermal Ignition Combustion System successfully ignited these fuels at all speeds and loads without requiring auxiliary ignition energy such as pilot diesel fuel, heated intake air or glow or spark plugs. Based upon this prior experience, it was shown that the highest efficiency and fastest combustion was with the dry coal, but that the use of aspiration of coal resulted in excessive coal migration into the engine lubrication system. Based upon a desire of DOE to utilize a more modern test engine, the previous naturally-aspirated Caterpillar model 1Y73 single cylinder engine was replaced with a turbocharged (by use of shop air compressor and back pressure control valve) single cylinder version of the Cummins model 855 engine.

GE Transportation Systems (GE/TS) completed a two and one half year study into the economic viability of a coal fueled locomotive. The coal fueled dieselengine was deemed to be one of the most attractive options. Building on the BN-NS study, a proposal was submitted to DOE to continue researching economic and technical feasibility of a coal fueled dieselengine for locomotives. The contract DE-AC21-85MC22181 was awarded to GE Corporate Research and Development (GE/CRD) for a three year program that began in March 1985. This program included an economic assessment and a technical feasibility study. The economic assessment study examined seven areas and their economic impact on the use of coal fueled diesels. These areas included impact on railroad infrastructure, expected maintenance cost, environmental considerations, impact of higher capital costs, railroad training and crew costs, beneficiated coal costs for viable economics, and future cost of money. The results of the study indicated the merits for development of a coal-water slurry (CWS) fueled dieselengine. The technical feasibility study examined the combustion of CWS through lab and bench scale experiments. The major accomplishments from this study have been the development of CWS injection hardware, the successful testing of CWS fuel in a full size, single cylinder, medium speed dieselengine, evaluation of full scale engine wear rates with metal and ceramic components, and the characterization of gaseous and particulate emissions.

Diesel generators produce waste heat as well as electrical power. About one-third of the fuel energy is released from the exhaust manifolds of the dieselengines and normally is not captured for useful applications. This project studied different waste heat applications that may effectively use the heat released from exhaust of Alaskan village diesel generators, selected the most desirable application, designed and fabricated a prototype for performance measurements, and evaluated the feasibility and economic impact of the selected application. Exhaust flow rate, composition, and temperature may affect the heat recovery system design and the amount of heat that is recoverable. In comparison with the other two parameters, the effect of exhaust composition may be less important due to the large air/fuel ratio for dieselengines. This project also compared heat content and qualities (i.e., temperatures) of exhaust for three types of fuel: conventional diesel, a synthetic diesel, and conventional diesel with a small amount of hydrogen. Another task of this project was the development of a computer-aided design tool for the economic analysis of selected exhaust heat recovery applications to any Alaskan village diesel generator set. The exhaust heat recovery application selected from this study was for heating. An exhaust heat recovery system was fabricated, and 350 hours of testing was conducted. Based on testing data, the exhaust heat recovery heating system showed insignificant effects on engine performance and maintenance requirements. From measurements, it was determined that the amount of heat recovered from the system was about 50% of the heat energy contained in the exhaust (heat contained in exhaust was evaluated based on environment temperature). The estimated payback time for 100% use of recovered heat would be less than 3 years at a fuel price of $3.50 per gallon, an interest rate of 10%, and an engine operation of 8 hours per day. Based on experimental data, the synthetic fuel contained slightly less heat energy and fewer emissions. Test results obtained from adding different levels of a small amount of hydrogen into the intake manifold of a diesel-operated engine showed no effect on exhaust heat content. In other words, both synthetic fuel and conventional diesel with a small amount of hydrogen may not have a significant enough effect on the amount of recoverable heat and its feasibility. An economic analysis computer program was developed on Visual Basic for Application in Microsoft Excel. The program was developed to be user friendly, to accept different levels of input data, and to expand for other heat recovery applications (i.e., power, desalination, etc.) by adding into the program the simulation subroutines of the desired applications. The developed program has been validated using experimental data.

Incidence of methanol use in dieselengines is increasing rapidly due to the potential to reduce both diesel particulate emissions and petroleum consumption. Because simple alcohols and conventional diesel fuel are normally immiscible, most tests to date have used neat to near-neat alcohol, or blends incorporating surfactants or other alcohols. Alcohol's poor ignition quality usually necssitates the use of often expensive cetane enhancers, full-time glow plugs, or spark assist. Reported herein are results of screening tests of clear microemulsion and micellar fuels which contain 10 to 65% C{sub 1}--C{sub 4} alcohol. Ignition performance and NO emissions were measured for clear, stable fuel blends containing alcohols, diesel fuel and additives such as alkyl nitrates, acrylic acids, and several vegetable oil derivatives. Using a dieselengine calibrated with reference fuels, cetane numbers for fifty four blends were estimated. The apparent cetane numbers ranged from around 20 to above 50 with the majority between 30 and 45. Emissions of nitric oxide were measured for a few select fuels and were found to be 10 to 20% lower than No. 2 diesel fuel. 36 refs., 87 figs., 8 tabs.

California has over 26,000 stationary dieselengines, mostly in emergency power and direct drive applications. In the past few years, various incentive programs in the state have resulted in the change-out of older, dirtier engines for newer, cleaner models or replacement with electric motors. Emissions reductions can be accomplished by equipping existing engines with controls for nitrogen oxides (NOx) and particulate matter (PM). The retrofit systems currently available, however, either are not cost com...

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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In this study we identify components of a typical biodiesel fuel and estimate both their individual and mixed thermo-physical and transport properties. We then use the estimated mixture properties in computational simulations to gauge the extent to which combustion is modified when biodiesel is substituted for conventional diesel fuel. Our simulation studies included both regular diesel combustion (DI) and premixed charge compression ignition (PCCI). Preliminary results indicate that biodiesel ignition is significantly delayed due to slower liquid evaporation, with the effects being more pronounced for DI than PCCI. The lower vapor pressure and higher liquid heat capacity of biodiesel are two key contributors to this slower rate of evaporation. Other physical properties are more similar between the two fuels, and their impacts are not clearly evident in the present study. Future studies of diesel combustion sensitivity to both physical and chemical properties of biodiesel are suggested.

Requirements for alternatives to diesel-fueled vehicles are developing, particularly in urban centers not in compliance with mandated air quality standards. An operator of fleets of diesel- powered vehicles may be forced to either purchase new vehicles or equip some of the existing fleets with engines designed or modified to run on alternative fuels. In converting existing vehicles, the operator can either replace the existing engine or modify it to burn an alternative fuel. Work described in this report addresses the problem of modifying an existing dieselengine to operate on natural gas. Tecogen has developed a technique for converting turbocharged automotive dieselengines to operate as dedicated spark-ignition engines with natural gas fuel. The engine cycle is converted to a more-complete-expansion cycle in which the expansion ratio of the original engine is unchanged while the effective compression ratio is lowered, so that engine detonation is avoided. The converted natural gas engine, with an expansion ratio higher than in conventional spark- ignition natural gas engines, offers thermal efficiency at wide-open- throttle conditions comparable to its diesel counterpart. This allows field conversion of existing engines. Low exhaust emissions can be achieved when the engine is operated with precise control of the fuel air mixture at stoichiometry with a 3-way catalyst. A Navistar DTA- 466 dieselengine with an expansion ratio of 16.5 to 1 was converted in this way, modifying the cam profiles, increasing the turbocharger boost pressure, incorporating an aftercooler if not already present, and adding a spark-ignition system, natural gas fuel management system, throttle body for load control, and an electronic engine control system. The proof-of-concept engine achieved a power level comparable to that of the dieselengine without detonation. A conversion system was developed for the Navistar DT 466 engine. NOx emissions of 1.5 g/bhp-h have been obtained.

Because of the abrasive and corrosive nature of coal water slurries, the development of coal-fueled dieselengine technology by GE-Transportation Systems (GE-TS) required special fuel injection equipment. GE-Corporate Research and Development (GE-CRD) undertook the design and development of fuel injectors, piston pumps, and check valves for this project. Components were tested at GE-CRD on a simulated engine cylinder, which included a cam-actuated jerk pump, prior to delivery to GE-TS for engine testing.

Multiple fuel charges are injected into a dieselengine combustion chamber during a combustion cycle, and each charge after the first has successively greater injection pressure (a higher injection rate) than the prior charge. This injection scheme results in reduced emissions, particularly particulate emissions, and can be implemented by modifying existing injection system hardware. Further enhancements in emissions reduction and engine performance can be obtained by using known measures in conjunction with the invention, such as Exhaust Gas Recirculation (EGR).

Non-road dieselengines are significant contributors to air pollution in the United States. Recent regulations put forth by EPA and other environmental agencies have laid out stringent guidelines for engine manufacturers and fuel producers. Recent increases in oil prices and foreign energy dependency has led to a push to produce renewable fuels, which will supplement current reserves. Biodiesel is a clean-burning renewable fuel, that can be blended with petroleum diesel. It is important to understand the effect on engine performance and exhaust emissions when using biodiesel from different feedstocks. The objective of this research was to determine the relationship between engine performance and emissions and cottonseed oil biodiesel used in a dieselengine rated for 14.2 kW. When using cottonseed oil biodiesel blends, CO, hydrocarbon, NOx, and SO2 emissions decreased as compared to petroleum diesel. Carbon dioxide emissions had no definitive trend in relation to cottonseed oil biodiesel blends. Carbon monoxide emissions increased by an average 15% using B5 and by an average of 19% using B100. Hydrocarbon emissions decreased by 14% using B5 and by 26% using B100. Nitrogen oxide emissions decreased by four percent with B5, five percent with B20, and 14% with B100. Sulfur dioxide emissions decreased by an average of 86% using B100, and by 94% using B50 blended with ultra-low sulfur diesel. The difference between peak output power when using biodiesel and diesel was insignificant in blends less that B40. Peak measured power using B100 was about five percent lower than for diesel fuel. Pure cottonseed oil biodiesel achieved and maintained a peak corrected measured power of 13.1 kW at speeds of 2990, 2875, and 2800 rpm at loads of 41.3, 42.7, and 43.8 N-m. Using B5 produced a peak power of 13.6 kW at 2990 rpm and 43.9 N-m and at 2800 rpm and 46.7 N-m, while using B20 produced a peak power of 13.4 kW at 2990 rpm and 43.7 N-m. Brake-specific fuel consumption at peak measured load and torque using B100 was 1238 g/kW-h. Brake-specific fuel consumption at peak measured power and loads using B5 and B20 were 1276 and 1155 g/kW-h.

On July 11, 2006, the EPA issued regulations covering emissions from stationary dieselengines New Source Performance Standards that limit emissions of NOx, particulate matter, SO2, carbon monoxide, and hydrocarbons to the same levels required for nonroad dieselengines. The regulation affects new, modified, and reconstructed dieselengines. Beginning with MY 2007 [16], engine manufacturers must specify that new engines less than 3,000 horsepower meet the same emissions standard as nonroad dieselengines. For engines greater than 3,000 horsepower, the standard will be fully effective in 2011. Stationary dieselengine fuel will also be subject to the same standard as nonroad dieselengine fuel, which reduces the sulfur content of the fuel to 500 parts per million by mid-2007 and 15 parts per million by mid-2010.

The goal of the research was to refine and complete development of an on-board particulate matter (PM) sensor for diesel, DISI, and HCCI engines, bringing it to a point where it could be commercialized and marketed.

Past research has shown that during diesel combustion, soot is formed in local premixed fuel-rich regions. This project focuses on the fundamentals soot formation under fuel-rich conditions similar to those in dieselengine ...

Conventional combustion techniques struggle to meet the current emissions norms. In particular, oxides of nitrogen (NO{sub x}) and particulate matter (PM) emissions have limited the utilization of diesel fuel in compression ignition engines. Advance combustion concepts have proved the potential to combine fuel efficiency and improved emission performance. Low-temperature combustion (LTC) offers reduced NO{sub x} and PM emissions with comparable modern dieselengine efficiencies. The ability of premixed, low-temperature compression ignition to deliver low PM and NO{sub x} emissions is dependent on achieving optimal combustion phasing. Diesel operated LTC is limited by early knocking combustion, whereas conventional gasoline operated LTC is limited by misfiring. So the concept of using an unconventional fuel with the properties in between those two boundary fuels has been experimented in this paper. Low-octane (84 RON) gasoline has shown comparable diesel efficiencies with the lowest NO{sub x} emissions at reasonable high power densities (NO{sub x} emission was 1 g/kW h at 12 bar BMEP and 2750 rpm).

Direct injection of a micronized coal water mixture fuel into the combustion chambers of a dieselengine requires atomizing an abrasive slurry fuel with accurately sized orifices. Five injector orifice materials were evaluated: diamond compacts, chemical vapor deposited diamond tubes, thermally stabilized diamond, tungsten carbide with cobalt binder, and tungsten carbide with nickel binder with brazed and mechanically mounted orifice inserts. Nozzle bodies were fabricated of Armco 17-4 precipitation hardening stainless steel and Stellite 6B in order to withstand cyclic injection pressures and elevated temperatures. Based on a total of approximately 200 cylinder hours of engine operation with coal water mixture fuel diamond compacts were chosen for the orifice material.

Experimental investigations were made to evaluate the potential of using low-proof ethanol to supplement diesel fuel in agricultural engines. Fumigation, mechanical emulsification, and chemical emulsifiers were used to introduce a significant amount of alcohol with diesel fuel for engine operation. A total of five diesel tractor engines were tested using each of the fuel systems. Exhaust products and fuel usage were determined at various engine speed/load conditions. 5 references, 12 figures, 14 tables.

This document describes the tcl command and command types which are us( communicate with IDL via the IDL Remote Procedure Call Interface. IDL is a program for the analysis and visualization of scientific and engineering data. It is supplied by Research Systems, Inc., Boulder, Colorado. In addition to the tcl application libraries necessary to build et, the IDL RPC library, which is part of the IDL distribution is needed. The reader of this document is assumed to be familiar with the et tcl implementation. See EPICS document ET:EPICS TCL/TK Interface by Bob Daly, for further information.

This paper reports our efforts to develop an instrument, TG-1, to measure particulate emissions from dieselengines in real-time. TG-1 while based on laser-induced incandescence allows measurements at 10 Hz on typical engine exhausts. Using such an instrument, measurements were performed in the exhaust of a 1.7L Mercedes Benz engine coupled to a low inertia dynamometer. Comparative measurements performed under engine steady state conditions showed the instrument to agree within {+-}12% of measurements performed with an SMPS. Moreover, the instrument had far better time response and time resolution than a TEOM{reg_sign} 1105. Also, TG-1 appears to surpass the shortcomings of the TEOM instrument, i.e., of yielding negative values under certain engine conditions and, being sensitive to external vibration.

We have a contract with Diesel Recerche of Trieste, Italy, and the Fincantier Group in Italy. They are naval ship builders. Our contract is to work with Diesel Recerche to design the `Martin` fuel injection system for their first test engine for a naval ship. Tiby Martin has been working in the design and detailed layout of the application drawings for Diesel Recerche.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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The purpose of this research investigation was to develop an electronic coal water slurry injection system in conjunction with the Thermal Ignition Combustion System (TICS) concept to achieve autoignition of CWS at various engine load and speed conditions without external ignition sources. The combination of the new injection system and the TICS is designed to reduce injector nozzle spray orifice wear by lowering the peak injection pressure requirements. (VC)

Objective - Determining characteristic curve of a four-stroke Dieselengine - Calculating thermal efficiency digitally. Additional connections and displays for measurements of exhaust-gas temperature and the engine for various fuel tanks (1); a pipeline (not visible here) is used to fill the measurement tube (7) for fuel

This paper discusses and summarizes some of the results of the title workshop. The workshop was held January 31-February 2, 2000 in Phoenix, Arizona. The purpose of the workshop was ''To craft a shared vision for Industry-Government (DOE) research and development collaboration in DieselEngine Oils to minimize emissions while maintaining or enhancing engine performance''. The final report of the workshop (NREL/SR-570-28521) was issued in June 2000 by the National Renewable Energy Laboratory, 1617 Cole Boulevard, Golden, Colorado 80401-3393. There were some 95 participants at the workshop representing industry, government and academia, Figure 1. The format for the workshop is described in Figure 2. This format allowed for considerable discussion of the various issues prior to deliberations in breakout groups. This process resulted in recommendations to solve the issues related to the next generation of dieselengine oils. Keynote addresses by SAE President Rodica Baranescu (International Truck and Engine Corporation), James Eberhardt of DOE and Paul Machiele of EPA focused on diesel progress, workshop issues and regulatory fuel issues. A panel of experts further defined the issues of interest, presenting snapshots of the current status in their areas of expertise. A Q&A session was followed by a series of technical presentations discussing the various areas. Some two dozen presentations covered the technical issues, Figure 3. An open forum was held to allow any participant to present related studies or comment on any of the technical issues. The participants broke into work groups addressing the various areas found on Figure 2. A group leader was appointed and reported on their findings, recommendations, suggested participants for projects and on related items.

Biofuels have become very important topics over the past decade due to the rise in crude oil prices, fear of running out of crude oil, and environmental impact of emissions. Biodiesel is a biofuel that is made from plant seed oils, waste cooking oils, or animal fats. It has become increasingly popular and is looked at as a diesel replacement. This research characterizes the emissions of the new John Deere PowerTech Plus 4045HF285 in the Advance Engine Research Laboratory at Texas A&M University and compares the emissions of a 100 percent blended feed stock biodiesel to an ultra low sulfur diesel certification fuel. The steady state tests were conducted while holding engine speed constant at three different speeds and three different loads. The gaseous emissions, exhaust gas recirculation, fuel flow rate, and torque were monitored and recorded for 300 points per test. Four tests were performed and the results were averaged per each fuel. Carbon monoxide, carbon dioxide, oxygen, and oxides of nitrogen emissions were analyzed. The biodiesel averaged up to 12% lower torque, 5.4% more fuel, 7.5% less carbon dioxide, 29% more oxygen, and 29% more oxides of nitrogen. Overall the biodiesel produced less torque and carbon dioxide emissions, while emitting more oxygen and oxides of nitrogen.

The use of direct injection dieselengines in US heavy duty pickup truck applications is becoming increasingly popular with over 250,000 produced in 2002. The high torque density and greatly improved fuel consumption offer distinct advantages to the end user. 2007 and 2010 emissions legislation will present another set of technical and product cost challenges to this type of powertrain. The introduction of efficient aftertreatment systems is mandatory to the success of these engines but optimization of engine-out emissions is also a critical element. Much has been written on the improvements in modern fuel systems which offer great flexibility for the direct introduction of fuel into the cylinder. This paper presents complementary technologies which allow improved air/fuel mixing processes by the additional flexibility of variable in-cylinder charge motion. This approach is particularly applicable to pick-up truck engines, which require high BMEP levels across a wide engine speed range to offer the driveability demanded by the consumer. Design solutions for 2 valve and 4 valve engines are presented along with the potential emissions and fuel consumption benefits.

The quality of marine residual fuel is declining. This is being caused by a gradual trend towards production of heavier crudes and increased residuum conversion processes in refineries to meet light product demand while holding down crude runs. Additionally, more stringent inland fuel sulfur regulations have caused the higher sulfur residues to be used for marine residual fuel blending. Engine manufacturers are making major efforts in design so that their engines can burn these fuels at high efficiency with minimum adverse effects. The oil industry is developing improved lubricants to reduce as much as possible the increased wear and deposit formation caused by these poor quality fuels. To guide the development of improved lubricants, knowledge is required about the impact of the main fuel characteristics on lubrication. This paper summarizes work conducted to assess the impact of fuel sulfur, Conradson carbon and asphaltenes on wear and deposit formation in engines representative of full scale crosshead dieselengines and medium speed trunk piston engines. Results obtained with improved lubricants in these engines are reviewed.

The PowerTrap{trademark} is a non-exhaust temperature dependent system that cannot become blocked and features a controlled regeneration process independent of the vehicle's drive cycle. The system has a low direct-current power source requirement available in both 12-volt and 24-volt configurations. The system is fully programmable, fully automated and includes Euro IV requirements of operation verification. The system has gained European component-type approval and has been tested with both on- road and off-road diesel fuel up to 2000 parts per million. The device is fail-safe: in the event of a device malfunction, it cannot affect the engine's performance. Accumulated mileage testing is in excess of 640,000 miles to date. Vehicles include London-type taxicabs (Euro 1 and 2), emergency service fire engines (Euro 1, 2, and 3), inner city buses, and light-duty locomotives. Independent test results by Shell Global Solutions have consistently demonstrated 85-99 percent reduction of ultrafines across the 7-35 nanometer size range using a scanning mobility particle sizer with both ultra-low sulfur diesel and off-road high-sulfur fuel.

The feasibility of dieselengines to meet the stringent emissions regulations of 2007 and beyond is an important consideration for light trucks and other personal transportation vehicles. Integrated engine and aftertreatment systems have been developed at Detroit Diesel Corporation for multiple engine and vehicle platforms. Tier 2 emissions technologies have been demonstrated with significant fuel economy advantage compared to the respective production gasoline engines while maintaining excellent drivability.

Increasing fuel prices, stricter government policies, and technological developments made it possible to seek for renewable alternatives, called biofuels, to petroleum fuel. Biodiesel, a biofuel that is produced from chemically mixing animal fat, vegetable oils, or recycled restaurant grease with alcohol and catalyst, is gaining popularity in recent years as a substitute for petroleum diesel. Ninety percent (90%) of U.S. biodiesel industry makes use of soybean oil as its feedstock. However, soybean oil alone cannot meet such a huge demand on biofuel production. Hence, it is important to identify and get more information about other feedstocks, specifically on its effects on the performance and exhaust emissions of dieselengines.
The purpose of this study is to investigate the performance and emissions of two dieselengines operating on different biodiesel fuels (i.e. canola oil, sunflower oil, safflower oil, peanut oil, and chicken fat) and compare them to the performance and emissions when the engine is operated on soybean oil-based biodiesel and petroleum-based diesel.
Results indicated that an engine operating on biodiesel generates a little less power and torque at any given speed than one running on diesel. Such power and torque loss were attributed to the biodiesel's lower energy content. The lower heating value (energy content) of biodiesel can be reflected in the specific fuel consumption, i.e., to generate the same power, more biodiesel is needed. The reduction in torque and power of less than 10% indicates that in some cases biodiesel has better combustion than diesel. Unfortunately, the high efficiency of combustion may give rise to increased combustion temperature which may lead to higher exhaust emissions.
The gradual decrease in the total hydrocarbon and CO2 emissions, as blends were increased from B20 to B100, was also found to be an indication of better combustion using biodiesel fuels than petroleum diesel. However, NOx emissions were higher, predominantly at low speeds for most biodiesel and blends and therefore may require some additives or engine modifications/or adjustments to equalize the NOx emissions of diesel. Other emissions particularly SO2 were lower than standards require.

Synthetic diesel fuel can be made from a variety of feedstocks, including coal, natural gas and biomass. Synthetic diesel fuels can have very low sulfur and aromatic content, and excellent autoignition characteristics. Moreover, synthetic diesel fuels may also economically competitive with California diesel fuel if .roduced in large volumes. Previous engine laboratory and field tests using a heavy-duty chassis dynamometer indicate that synthetic diesel fuel made using the Fischer-Tropsch (F-T) catalytic conversion process is a promising alternative fuel, because it can be used in unmodified dieselengines, and can reduce exhaust emissions substantially. The objective of this study was a preliminary assessment of the emissions from older model transit operated on Mossgas synthetic diesel fuel. The study compared emissions from transit buses operating on Federal no. 2 Diesel fuel, Mossgas synthetic diesel (MGSD), and a 50/50 blend of the two fuels. The buses were equipped with unmodified Detroit Diesel 6V92 2-stroke dieselengines. Six 40-foot buses were tested. Three of the buses had recently rebuilt engines and were equipped with an oxidation catalytic converter. Vehicle emissions measurements were performed using West Virginia University's unique transportable chassis dynamometer. The emissions were measured over the Central Business District (CBD) driving cycle. The buses performed well on both neat and blended MGSD fuel. Three buses without catalytic converters were tested. Compared to their emissions when operating on Federal no. 2 diesel fuel, these buses emitted an average of 5% lower oxides of nitrogen (NOx) and 20% lower particulate matter (PM) when operating on neat MGSD fuel. Catalyst equipped buses emitted an average of 8% lower NOx and 31% lower PM when operating on MGSD than when operating on Federal no. 2 diesel fuel.

Pushes Profits Pushes Profits out the Tailpipe Idling a heavy-duty truck for comfort and convenience during rest stops and depot downtime is an expensive way to keep drivers safe and comfortable. Increasingly affordable alternatives to idling not only reduce pollution and noise, but also save money. Typically, a long-haul truck idles about 1,830 hours per year, using almost 1,500 gallons of fuel. In practice, some trucks idle just a couple of nights per week while others are rarely in "engine off" mode. Trucks idle to: * Heat and cool the cab and sleeper * Keep the engine and cab warm while waiting in lines and making pick-ups and deliveries * Mask noises while the truck operator sleeps * Keep the fuel warm in the winter * Avoid cold starting * Provide for personal safety

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
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Biodiesel, bioethanol and biogas are the most important alternative fuels produced by using biologic origin sources. Effect of biofuel on engine performance is one of the research subjects of today. The engine experiments to test the engines are many ... Keywords: Artificial neural network, Biodiesel, Bioethanol, E-diesel, Engine performance

Turn Your Key, Be Idle Free Turn Your Key, Be Idle Free Turn Your Key, Be Idle Free April 13, 2010 - 7:30am Addthis Shannon Brescher Shea Communications Manager, Clean Cities Program What activity wastes gasoline, costs money, produces pollutants, and yet doesn't get you anywhere? Idling! And yet, every year, Americans waste 3 billion gallons of fuel by idling their vehicles. Idling is running a vehicle any time that it's not moving. In this condition, the car's fuel economy is exactly zero miles per gallon. Although many people think that restarting the engine too often will wear out the starter, that idea is just an "old husband's tale." In fact, idling places unnecessary wear-and-tear on the engine, and many manufacturers discourage it. Although drivers can't avoid some amount of idling, such as being stuck in

Engineering for Sustainable Development (ESD) is an integrated systems approach, which aims at developing a balance between the requirements of the current stakeholders without compromising the ability of the future generations to meet their needs. This is a multi-criteria decision-making process that involves the identification of the most optimal sustainable process, which satisfies economic, ecological and social criteria as well as safety and health requirements. Certain difficulties are encountered when ESD is applied, such as ill-defined criteria, scarcity of information, lack of process-specific data, metrics, and the need to satisfy multiple decision makers. To overcome these difficulties, ESD can be broken down into three major steps, starting with the Life Cycle Assessment (LCA) of the process, followed by generation of non-dominating alternatives, and finally selecting the most sustainable process by employing an analytic hierarchical selection process. This methodology starts with the prioritization of the sustainability metrics (health and safety, economic, ecological and social components). The alternatives are then subjected to a pair-wise comparison with respect to each Sustainable Development (SD) indicator and prioritized depending on their performance. The SD indicator priority score and each individual alternative’s performance score together are used to determine the most sustainable alternative. The proposed methodology for ESD is applied for bio-diesel production in this thesis. The results obtained for bio-diesel production using the proposed methodology are similar to the alternatives that are considered to be economically and environmentally favorable by both researchers and commercial manufacturers; hence the proposed methodology can be considered to be accurate. The proposed methodology will also find wide range of application as it is flexible and can be used for the sustainable development of a number of systems similar to the bio-diesel production system; it is also user friendly and can be customized with ease. Due to these benefits, the proposed methodology can be considered to be a useful tool for decision making for sustainable development of chemical processes.

The addition of oxygenates to diesel fuel can reduce particulate emissions, but the underlying chemical pathways for the reductions are not well understood. While measurements of particulate matter (PM), unburned hydrocarbons (HC), and carbon monoxide (CO) are routine, determining the contribution of carbon atoms in the original fuel molecules to the formation of these undesired exhaust emissions has proven difficult. Renewable bio-derived fuels (ethanol or bio-diesel) containing a universal distribution of contemporary carbon are easily traced by accelerator mass spectrometry (AMS). These measurements provide general information about the emissions of bio-derived fuels. Another approach exploits synthetic organic chemistry to place {sup 14}C atoms in a specific bond position in a specific fuel molecule. The highly labeled fuel molecule is then diluted in {sup 14}C-free petroleum-derived stock to make a contemporary petroleum fuel suitable for tracing. The specific {sup 14}C atoms are then traced through the combustion event to determine whether they reside in PM, HC, CO, CO{sub 2}, or other emission products. This knowledge of how specific molecular structures produce certain emissions can be used to refine chemical-kinetic combustion models and to optimize fuel composition to reduce undesired emissions. Due to the high sensitivity of the technique and the lack of appreciable {sup 14}C in fossil fuels, fuels for AMS experiments can be labeled with modern levels of {sup 14}C and still produce a strong signal. Since the fuel is not radioactive, emission tests can be conducted in any conventional engine lab, dynamometer facility, or on the open road.

This paper investigates the optimization possibilities of different co-generation units with dieselengines — especially applied in small and middle-size biogas power plant installations. The first subject of the publication is the analysis of ...

The Advanced DieselEngine Component Development (ADECD) Program is a multi-year, multi-phase effort to develop and demonstrate the critical technology needed to advance the heavy-duty low heat rejection (LHR) engine concept for the long-haul, heavy-duty truck market. The ADECD Program has been partitioned into two phases. The first phase, Phase 1, was completed in 1986, resulting in definition of the Advanced Diesel Reference Engine (ADRE)III. The second phase, Phase 11/111, examines the feasibility of the ADRE concepts for application to the on-highway dieselengine. Phase 11/111 is currently underway. This project is sponsored by the U.S. Department of Energy, Office of Transportation Technologies. The work has been performed by the Detroit Diesel Corporation (DDC) under Contract DEN3-329 with the NASA Lewis Research Center, who provide project management and technical direction.

A detailed multi-zone thermodynamic simulation has been developed for the direct-injection (DI) dieselengine combustion process. For the purpose of predicting heterogeneous type combustion systems, the model explores the formation of pre-ignition radicals, start of combustion, and eventual heat release. These mechanisms are described based on the current understanding and knowledge of the dieselengine combustion acquired through advanced laser-based diagnostics. Six zones are developed to take into account the surrounding bulk gas, liquid- and vapor-phase fuel, pre-ignition mixing, fuel-rich combustion products as well as the diffusion flame combustion products. A three-step phenomenological soot model and a nitric oxide emission model are applied based on where and when each of these reactions mainly occurs within the diesel fuel jet evolution process. The simulation is completed for a 4.5 liter, inline four-cylinder dieselengine for a range of operating conditions. Specifically, the engine possesses a compression ratio of 16.6, and has a bore and stroke of 106 and 127 mm. The results suggest that the simulation is able to accurately reproduce the fuel jet evolution and heat release process for conventional dieselengine combustion conditions. The soot and nitric oxide models are able to qualitatively predict the effects of various engine parameters on the engine-out emissions. In particular, the detailed thermodynamics and characteristics with respect to the combustion and emission formation processes are investigated for different engine speed/loads, injection pressures and timings, and EGR levels. The local thermodynamic properties and energy, mass distributions obtained from the simulation offer some fundamental insights into heterogeneous type combustion systems. The current work provides opportunities to better study and understand the dieselengine combustion and emission formation mechanisms for conventional dieselengine combustion modes. The flexible, low computational cost features of this simulation result in a convenient tool for conducting parametric studies, and benefits for engine control and diagnostics.

Clearly the reduction of NOx and particulate emissions remains a major challenge to Dieselengine manufacturers due to increasingly stringent emission standards in the US and other countries. The well documented NOx/particulate trade-off observed in Dieselengines makes the simultaneous reduction of both emissions particularly difficult for manufacturers to achieve. In an effort to provide an improved understanding of the fundamental processes which result in this trade-off, a program was carried out at Penn State to develop the appropriate engine facilities and laser diagnostics to permit in-cylinder studies of Diesel combustion and emissions production with the support of the Department of Energy Advanced Industrial Technology Division . This work has also been supported by the Cummins Engine Company, Lubrizol Corporation and the National Science Foundation. An optically accessible, direct injection, Dieselengine was constructed for these studies. The major objective of the, design of the engine was to maximize optical access under conditions representative of Dieselengine combustion in small bore, commercial engines. Intake air is preheated and boosted in pressure to make the in-cylinder conditions of heat release and pressure as realistic as possible. Another important objective of the design was flexibility in combustion chamber geometry to permit a variety of head and bowl geometries to be studied. In all the results reported in this report a square bowl was used to simplify the introduction of laser light sheets into the engine.

Biodiesel has been suggested as an alternative fuel to the petroleum diesel fuel. It beneficially reduces regulated emission gases, but increases NOx (nitric oxide and nitrogen dioxide) Thus, the increase in NOx is the barrier for potential growth of the biodiesel fuel. In general, NOx formation is dominated by flame temperature. Interestingly, soot can play a role as a heat sink as well as a heat transfer media to high temperature gases. Thus, the cooling effect of soot may change the flame temperature and therefore, NOx emissions. In this study, emphasis is placed on the relationship between soot and NO (Nitric oxide) formation. For the experimental study, a metallic fuel additive is used since barium is known to be effective to suppress soot formation during combustion. The barium additive is applied to #2D (Number 2 diesel fuel) by volume basis: 0.1, 0.25 and 0.5 %-v, and to the palm olein oil by 0.25 %-v. All the tests are carried out in a four-cylinder medium duty dieselengine, 4045 DI dieselengine, manufactured by John Deere. For the analysis, an analytical model is used to estimate combustion temperature, NO concentration and soot emissivity. The results show that NO concentration does not have the expected trade-off relation with soot. Rather, NO concentration is found to be more strongly affected by ambient temperature and combustion characteristics than by soot. The results of the analytical model show the reasonable NO estimation and the improvement on temperature calculation. However, the model is not able to explain the detailed changes of soot emissivity by the different fuels since the emissivity correlation is developed empirically for diesel fuel.

This work is intended to assess the possibilities of using coal-derived liquids (CDL) represented by a specific type (SRC II) and shale-derived distillate fuel in blends of petroleum-derived fuels in medium-speed, high-output, heavy-duty dieselengines. Conclusions are as follows: (1) Blends of solvent refined coal and diesel fuel may be handled safely by experienced dieselengine mechanics. (2) A serious corrosion problem was found in the fuel pump parts when operating with solvent refined coal blended with petroleum. It is expected that a metallurgy change can overcome this problem. (3) Proper selection of materials for the fuel system is required to permit handling coal-derived liquid fuels. (4) A medium speed, high horsepower, 4-cycle dieselengine can be operated on blends of solvent refined coal and petroleum without serious consequences save the fuel system corrosion previously mentioned. This is based on a single, short durability test. (5) As represented by the product evaluated, 100% shale-derived distillate fuel may be used in a medium speed, high horsepower, 4-cycle dieselengine without significant consequences. (6) The shale product evaluated may be blended with petroleum distillate or petroleum residual materials and used as a fuel for medium speed, high horsepower, 4-cycle dieselengines. 7 references, 24 figures, 20 tables.

Natural, renewable resources such as vegetable oils and recycled restaurant greases can be chemically transformed into clean-burning biodiesel fuels. As its name implies, biodiesel is like diesel fuel except that it's organically produced. It's also safe for the environment, biodegradable, and produces significantly less air pollution than diesel fuel.

Development of Advanced Diesel Particulate Filtration Systems Development of Advanced Diesel Particulate Filtration Systems The U.S. Environmental Protection Agency regulations require that on-highway diesel vehicles have filtration systems to reduce tail-pipe soot emissions, known as particulate matter (PM). Diesel particulate filtration (DPF) systems are currently the most efficient at directly controlling PM. Argonne researchers, working with Corning, Inc., and Caterpillar, Inc., through a cooperative research and development agreement, are exploiting previously unavailable technology and research results on diesel PM filtration and regeneration processes, aiming to the technology transfer of advanced PM emission control to industry. Argonne's Research In operation of DPF systems, the filtration and regeneration of particulate emissions are the key processes to be controlled for high efficiency. Due to difficulties in accessing the micro-scaled structures of DPF membranes and monitoring particulate filtration and high-temperature thermal processes, however, research has been limited to macroscopic observation for the product.

Biodiesel is receiving increasing attention each passing day because of its fuel properties and compatibility with the petroleum-based diesel fuel (PBDF). Therefore, in this study, the prediction of the engine performance and exhaust emissions is carried ... Keywords: ANN, Biodiesel, Dieselengine, Emissions, Engine performance

The work summarized here comprises the concluding effort of a multi-year project, funded by the U.S. Department of Energy, Office of Vehicle Technologies. It supports the development of a better understanding of advanced dieselengine designs in which enhanced power density, energy efficiency, and emissions control place increasing demands upon the durability of engine materials. Many kinds of metallic alloys are used in engines depending on the operating stresses, temperatures, and chemical environments. Exhaust valves, for example, are subjected to high temperatures and repetitive surface contacts that place demands on durability and frictional characteristics of the materials. Valves must continue to seal the combustion chamber properly for thousands of hours of cyclic engine operation and under varying operating conditions. It was the focus of this effort to understand the wear processes in the valve-seat area and to develop a model for the surface deformation and wear of that important interface. An annotated bibliography is provided to illustrate efforts to understand valve wear and to investigate the factors of engine operation that affect its severity and physical manifestation. The project for which this modeling effort was the final task, involved construction of a high-temperature repetitive impact test system as well as basic tribology studies of the combined processes of mechanical wear plus oxidation at elevated temperatures. Several publications resulted from this work, and are cited in this report. The materials selected for the experimental work were high-performance alloys based on nickel and cobalt. In some cases, engine-tested exhaust valves were made available for wear analysis and to ensure that the modes of surface damage produced in experiments were simulative of service. New, production-grade exhaust valves were also used to prepare test specimens for experimental work along with the other alloy samples. Wear analysis of valves and seats run for hundreds of hours in heavy-duty diesels provided insights into the kinds of complexity that the contact conditions in engines can produce, and suggested the physical basis for the current approach to modeling. The model presented here involves four terms, two representing the valve response and two for its mating seat material. The model's structure assumes that wear that takes place under a complex combination of plastic deformation, tangential shear, and oxidation. Tribolayers form, are removed, and may reform. Layer formation affects the friction forces in the interface, and in turn, the energy available to do work on the materials to cause wear. To provide friction data for the model at various temperatures, sliding contact experiments were conducted from 22 to 850 C in a pin-on-disk apparatus at ORNL. In order to account for the behavior of different materials and engine designs, parameters in all four terms of the model can be adjusted to account for wear-in and incubation periods before the dominant wear processes evolve to their steady-state rates. For example, the deformation rate is assumed to be maximum during the early stages of operation, and then, due to material work-hardening and the increase in nominal contact area (which reduces the load per unit area), decreases to a lower rate at long times. Conversely, the rate of abrasion increases with time or number of cycles due to the build-up of oxides and tribo-layers between contact surfaces. The competition between deformation and abrasion results in complex, non-linear behavior of material loss per cycle of operation. Furthermore, these factors are affected by valve design features, such as the angle of incline of the valve seat. Several modeling scenarios are presented to demonstrate how the wear profile versus number of cycles changes in response to: (a) different relative abrasion rates of the seat and valve materials, (b) the friction coefficient as a function of temperature, (c) the relative deformation contribution of valve and seat materials, and (d) an interruption in the dominant we

Gas-to-liquids catalytic conversion technologies show promise for liberating stranded natural gas reserves and for achieving energy diversity worldwide. Some gas-to-liquids products are used as transportation fuels and as blendstocks for upgrading crude derived fuels. Methylal (CH{sub 3}-O-CH{sub 2}-O-CH{sub 3}) also known as dimethoxymethane or DMM, is a gas-to-liquid chemical that has been evaluated for use as a diesel fuel component. Methylal contains 42% oxygen by weight and is soluble in diesel fuel. The physical and chemical properties of neat methylal and for blends of methylal in conventional diesel fuel are presented. Methylal was found to be more volatile than diesel fuel, and special precautions for distribution and fuel tank storage are discussed. Steady state engine tests were also performed using an unmodified Cummins 85.9 turbocharged dieselengine to examine the effect of methylal blend concentration on performance and emissions. Substantial reductions of particulate matter emissions h ave been demonstrated 3r IO to 30% blends of methylal in diesel fuel. This research indicates that methylal may be an effective blendstock for diesel fuel provided design changes are made to vehicle fuel handling systems.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "diesel engine idling" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

This report describes the experimental portion of a broader study undertaken to assess the effects of translucence of ceramic materials used as thermal barrier coatings in dieselengines. In an earlier analytical work a parametric study was performed, varying several radiative properties over ranges typical of engineering ceramics, thereby identifying the most important radiative properties and their impact on in-cylinder heat transfer. In the current study these properties were experimentally determined for several specific zirconia coatings considered for thermal barrier applications in dieselengines. The methodology of this study involved formulation of a model capable of describing radiative transfer through a semitransparent medium as a function of three independent model parameters, ie, absorption coefficient, scattering coefficient and refractive index. For the zirconia-based ceramics investigated in this study, it was concluded that for usual coating thicknesses (1.5--2.5 mm) these ceramics are optically thick and hence, are effective as radiative heat transfer barriers. These ceramics possess high scattering coefficients and low absorption coefficients causing them to be highly reflective (60-80%) in the spectral region where thermal radiation is important. The performance of the investigated ceramics and the mechanism of heat transfer were found to depend on surface condition, specifically on soot deposition. Thus, to insure the optimum thermal barrier operation for either clean or heavily sooted surfaces, a ceramic material with high scattering coefficient provides the best choice.

This report describes the experimental portion of a broader study undertaken to assess the effects of translucence of ceramic materials used as thermal barrier coatings in dieselengines. In an earlier analytical work a parametric study was performed, varying several radiative properties over ranges typical of engineering ceramics, thereby identifying the most important radiative properties and their impact on in-cylinder heat transfer. In the current study these properties were experimentally determined for several specific zirconia coatings considered for thermal barrier applications in dieselengines. The methodology of this study involved formulation of a model capable of describing radiative transfer through a semitransparent medium as a function of three independent model parameters, ie, absorption coefficient, scattering coefficient and refractive index. For the zirconia-based ceramics investigated in this study, it was concluded that for usual coating thicknesses (1.5--2.5 mm) these ceramics are optically thick and hence, are effective as radiative heat transfer barriers. These ceramics possess high scattering coefficients and low absorption coefficients causing them to be highly reflective (60-80%) in the spectral region where thermal radiation is important. The performance of the investigated ceramics and the mechanism of heat transfer were found to depend on surface condition, specifically on soot deposition. Thus, to insure the optimum thermal barrier operation for either clean or heavily sooted surfaces, a ceramic material with high scattering coefficient provides the best choice.

Based on the preliminary coal engine design developed, this task was conducted to identify the best opportunity(s) to enter the market with the future coal-fueled, high-speed dieselengine. The results of this market and economic feasibility assessment will be used to determine what specific heavy duty engine application(s) are most attractive for coal fuel, and also define basic economic targets for the engine to be competitive.

This report, entitled ``Novel Injector Techniques for Coal-Fueled DieselEngines,`` describes the progress and findings of a research program aimed at development of a dry coal powder fuel injector in conjunction with the Thermal Ignition Combustion System (TICS) concept to achieve autoignition of dry powdered coal in a single-cylinder high speed dieselengine. The basic program consisted of concept selection, analysis and design, bench testing and single cylinder engine testing. The coal injector concept which was selected was a one moving part dry-coal-powder injector utilizing air blast injection. Adiabatics has had previous experience running high speed dieselengines on both direct injected directed coal-water-slurry (CWS) fuel and also with dry coal powder aspirated into the intake air. The Thermal Ignition Combustion System successfully ignited these fuels at all speeds and loads without requiring auxiliary ignition energy such as pilot diesel fuel, heated intake air or glow or spark plugs. Based upon this prior experience, it was shown that the highest efficiency and fastest combustion was with the dry coal, but that the use of aspiration of coal resulted in excessive coal migration into the engine lubrication system. Based upon a desire of DOE to utilize a more modern test engine, the previous naturally-aspirated Caterpillar model 1Y73 single cylinder engine was replaced with a turbocharged (by use of shop air compressor and back pressure control valve) single cylinder version of the Cummins model 855 engine.

to be achieved. A typical case is the contemporary reduction of soot and NOx emissions in a dieselengine. All are very close to the origin of the plot. Â· On the contrary, a strong reduction of NOx can be obtained gases. The competitive goals to be achieved in engine optimization are the reduction of emission levels

K-Reactor`s number one GM diesel (GM-lK) suffered recurrent, premature piston pin bushing failures between July 1990 and January 1991. These failures raised a concern that the engine`s original design capabilities were being exceeded. Were we asking old engines to do too much by powering 1200 kw (continuous) rated electrical generators? Was excessive wear of the piston pin bushings a result of having exceeded the engine`s capabilities (overload), or were the recent failures a direct result of poor quality, poor design, or defective replacement parts? Considering the engine`s overall performance for the past 30 years, during which an engine failure of this nature had never occurred, and the fact that 1200 kw was approximately 50% of the engine`s original tested capability, Reactor Engineering did not consider it likely that an overloaded engine caused bushing failures. What seemed more plausible was that the engine`s failure to perform was caused by deficiencies in, or poor quality of, replacement parts.The following report documents: (1) the results of K-Reactor EDG failure analysis; (2) correlation of P- and C-Reactor GM diesel teardowns; (3) the engine rebuild to blueprint specification; (4) how the engine was determined ready for test; (5) testing parameters that were developed; (6) a summary of test results and test insights; (7) how WSRC determined engine operation was acceptable; (8) independent review of 1200 kw operational data; (9) approval of the engines` 12OOkw continuous rating.

Light trucks' share of the US light vehicle market rose from 20% in 1980 to 41% in 1996. By 1996, annual energy consumption for light trucks was 6.0 x 10{sup 15} Btu (quadrillion Btu, or quad), compared with 7.9 quad for cars. Gasoline engines, used in almost 99% of light trucks, do not meet the Corporate Average Fuel Economy (CAFE) standards. These engines have poor fuel economy, many getting only 10--12 miles per gallon. Dieselengines, despite their much better fuel economy, had not been preferred by US light truck manufacturers because of problems with high NO{sub x} and particulate emissions. The US Department of Energy, Office of Heavy Vehicle Technologies, has funded research projects at several leading engine makers to develop a new low-emission, high-efficiency advanced dieselengine, first for large trucks, then for light trucks. Recent advances in dieselengine technology may overcome the NO{sub x} and particulate problems. Two plausible alternative clean diesel (CD) engine market penetration trajectories were developed, representing an optimistic case (High Case) and an industry response to meet the CAFE standards (CAFE Case). However, leadership in the technology to produce a successful small, advanced dieselengine for light trucks is an open issue between U.S. and foreign companies and could have major industry and national implications. Direct and indirect economic effects of the following CD scenarios were estimated by using the Standard and Poor's Data Resources, Inc., US economy model: High Case with US Dominance, High Case with Foreign Dominance, CAFE Case with US Dominance, and CAFE Case with Foreign Dominance. The model results demonstrate that the economic activity under each of the four CD scenarios is higher than in the Base Case (business as usual). The economic activity is highest for the High Case with US dominance, resulting in maximum gains in such key indicators as gross domestic product, total civilian employment, and federal government surplus. Specifically, the cumulative real gross domestic product surplus over the Base Case during the 2000--2022 period is about $56 x 10{sup 9} (constant 1992 dollars) under this high US dominance case. In contrast, the real gross domestic product gains under the high foreign dominance case would be only about half of the above gains with US dominance.

Is Not the Way To Go Is Not the Way To Go Idling your vehicle truly gets you nowhere. It increases our dependence on petroleum, reduces the fuel economy of your vehicle, costs you money, produces pollutants, and wastes precious natural resources. Researchers estimate that idling from heavy-duty and light-duty vehicles combined wastes about 6 billion gallons of fuel annually. When you make an effort to turn off your vehicle, you're on track to doing something better for yourself, your wallet, your environment, and your community. Modern Cars Don't Need To Idle Advances in vehicle technology have eliminated much of the need for idling, making it easier than ever to avoid. Computerized controls in today's vehicles bring the engine and catalyst up to their operating temperatures more

An integrated dieselengine-aftertreatment-vehicle system is extremely complex with numerous interacting variables and an unlimited number of control options. An experimental approach to develop an optimized viable system is tedious, if at all possible. Sophisticated component, subsystem and integrated simulation tools offer an excellent option of a virtual lab approach to the development of such a complex system. A viable and robust dieselengine aftertreatment system can thus be developed within optimum time and resources when this virtual simulation is integrated with selective hardware-based testing.

Over the past several years, interest has arisen in the development of coal-fired dieselengines for the purpose of efficiently utilizing the extensive coal reserves in the United States, and therefore reducing dependence on foreign oil. One process, which is being considered for use in producing clean coal fuel products involves mild gasification. This process produces by-products which can be further refined and, when blended with neat diesel fuel, used as an engine fuel. The purpose of this task was to test a blend of this coal liquid and diesel fuel (referred to as coal-lite) in an engine, and determine if any detrimental results were observed. This was done by performing a back-to-back performance and emission test of neat diesel fuel and the coal-lite fuel, followed by a 500-hour test of the coal-lite fuel, and completed by a back-to-back performance and emission test of the coal-lite fuel and neat diesel fuel.

Over the past several years, interest has arisen in the development of coal-fired dieselengines for the purpose of efficiently utilizing the extensive coal reserves in the United States, and therefore reducing dependence on foreign oil. One process, which is being considered for use in producing clean coal fuel products involves mild gasification. This process produces by-products which can be further refined and, when blended with neat diesel fuel, used as an engine fuel. The purpose of this task was to test a blend of this coal liquid and diesel fuel (referred to as coal-lite) in an engine, and determine if any detrimental results were observed. This was done by performing a back-to-back performance and emission test of neat diesel fuel and the coal-lite fuel, followed by a 500-hour test of the coal-lite fuel, and completed by a back-to-back performance and emission test of the coal-lite fuel and neat diesel fuel.

To help guide heavy vehicle engine, fuel, and exhaust after-treatment technology development, the U.S. Department of Energy and the Lovelace Respiratory Research Institute are conducting research not addressed elsewhere on aspects of the toxicity of particulate engine emissions. Advances in these technologies that reduce diesel particulate mass emissions may result in changes in particle composition, and there is concern that the number of ultrafine (<0.1 micron) particles may increase. All present epidemiological and laboratory data on the toxicity of diesel emissions were derived from emissions of older-technology engines. New, short-term toxicity data are needed to make health-based choices among diesel technologies and to compare the toxicity of diesel emissions to those of other engine technologies. This research program has two facets: (1) development and use of short-term in vitro and in vivo toxicity assays for comparing the toxicities of gasoline and diesel exhaust emissions; and (2) determination of the disposition of inhaled ultrafine particles deposited in the lung. Responses of cultured cells, cultured lung slices, and rodent lungs to various types of particles were compared to develop an improved short-term toxicity screening capability. To date, chemical toxicity indicators of cultured human A549 cells and early inflammatory and cytotoxic indicators of rat lungs have given the best distinguishing capability. A study is now underway to determine the relative toxicities of exhaust samples from in-use diesel and gasoline engines. The samples are being collected under the direction of the National Renewable Energy Laboratory with support from DOE's Office of Heavy Vehicle Technologies. The ability to generate solid ultrafine particles and to trace their movement in the body as particles and soluble material was developed. Data from rodents suggest that ultrafine particles can move from the lung to the liver in particulate form. The quantitative disposition of inhaled ultrafine particles will be determined in rodents and nonhuman primates.

Vehicles Vehicles Audi A3 Diesel vehicles may be making a comeback. Dieselengines are more powerful and fuel-efficient than similar-sized gasoline engines (about 30-35% more fuel efficient). Plus, today's diesel vehicles are much improved over diesels of the past. Better Performance Improved fuel injection and electronic engine control technologies have Increased power Improved acceleration Increased efficiency New engine designs, along with noise- and vibration-damping technologies, have made them quieter and smoother. Cold-weather starting has been improved also. Cleaner Mercedes ML320 BlueTEC Today's diesels must meet the same emissions standards as gasoline vehicles. Advances in engine technologies, ultra-low sulfur diesel fuel, and improved exhaust treatment have made this possible.

The overall objective of this program is to develop the dieselengine and lubricant system design approach that has the highest probability for commercial acceptance. Several specific objectives can also be identified. These objectives include: Definition of the dominant wear mechanisms prevailing in coal-fueled dieselengines; Definition of the specific effect of each coal-related lube oil contaminant; Determination of the potential of traditional engine lubrication design approaches to either solve or mitigate the effects of the coal related lube oil contaminants; Evaluation of several different engine design approaches aimed specifically at preventing lube oil contamination or preventing damage due to lube oil contamination; and Presentation of the engine/lubricant system design determined to have the most potential.

Heavy duty truck engines must meet stringent life cycle cost and regulatory requirements. Meeting these requirements has resulted in convergence on 4-stroke 6-in-line, turbocharged, and after-cooled engines with direct-injection combustion systems. These engines provide much higher efficiencies (42%, fuel consumption 200 g/kW-hr) than automotive engines (31%, fuel consumption 270 g/kW-hr), but at higher initial cost. Significant near-term dieselengine improvements are necessary and are spurred by continuing competitive, Middle - East oil problems and Congressional legislation. As a result of these trends and pressures, Caterpillar has been actively pursuing a low-fuel consumption engine research program with emphasis on product quality through process control and product inspection. The goal of this project is to combine the nondestructive evaluation and computational resources and expertise available at LLNL with the dieselengine and manufacturing expertise of the Caterpillar Corporation to develop in-process monitoring and inspection techniques for dieselengine combustion chamber components and materials. Early development of these techniques will assure the optimization of the manufacturing process by design/inspection interface. The transition from the development stage to the manufacturing stage requires a both a thorough understanding of the processes and a way of verifying conformance to process standards. NDE is one of the essential tools in accomplishing both elements and in this project will be integrated with Caterpillar`s technological and manufacturing expertise to accomplish the project goals.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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Detroit Diesel Corporation (DDC) is developing the DELTA 4.0L V6 engine, specifically for the North American light truck market. This market poses unique requirements for a dieselengine, necessitating a clean sheet engine design. DELTA was developed from a clean sheet of paper, with the first engine firing just 228 days later. The process began with a Quality Function Deployment (QFD) analysis, which prioritized the development criteria. The development process integrated a co-located, fully cross-functional team. Suppliers were fully integrated and maintained on-site representation. The first demonstration vehicle moved under its own power 12 weeks after the first engine fired. It was demonstrated to the automotive press 18 days later. DELTA has repeatedly demonstrated its ability to disprove historical North American diesel perceptions and compete directly with gasoline engines. This paper outlines the Generation 0.0 development process and briefly defines the engine. A brief indication of the Generation 0.5 development status is given.

Advanced dieselengine and aftertreatment technologies have been developed for multiple engine and vehicle platforms. Tier 2 (2007 and beyond) emissions levels have been demonstrated for a light truck vehicle over a FTP-75 test cycle on a vehicle chassis dynamometer. These low emissions levels are obtained while retaining the fuel economy advantage characteristic of dieselengines. The performance and emissions results were achieved by integrating advanced combustion strategies (CLEAN Combustion{copyright}) with prototype aftertreatment systems. CLEAN Combustion{copyright} allows partial control of exhaust species for aftertreatment integration in addition to simultaneous NOx and PM reduction. Analytical tools enabled the engine and aftertreatment sub-systems development and system integration. The experimental technology development methodology utilized a range of facilities to streamline development of the eventual solution including utilization of steady state and transient dynamometer test-beds to simulate chassis dynamometer test cycles.

Contemporary diesel fuel is a blend of several refinery streams chosen to meet specifications. The need to increase yield of transportation fuel from crude oil has resulted in converting increased proportions of residual oil to lighter products. This conversion is accomplished by thermal, catalytic, and hydrocracking of high molecular weight materials rich in aromatic compounds. The current efforts to reformulate California diesel fuel for reduced emissions from existing engines is an example of another driving force affecting refining practice: regulations designed to reduce exhaust emissions. Although derived from petroleum crude oil, reformulated diesel fuel is an alternative to current specification-grade diesel fuel, and this alternative presents opportunities and questions to be resolved by fuel and engine research. Various concerned parties have argued that regulations for fuel reformulation have not been based on an adequate data base. Despite numerous studies, much ambiguity remains about the relationship of exhaust parameters to fuel composition, particularly for diesel fuel. In an effort to gather pertinent data, the automobile industry and the oil refiners have joined forces in the Air Quality Improvement Research Program (AUTO/OIL) to address this question for gasoline. The objective of that work is to define the relationship between gasoline composition and the magnitude and composition of the exhaust emissions. The results of the AUTO/OEL program will also be used, along with other data bases, to define the EPA {open_quotes}complex model{close_quotes} for reformulated gasolines. Valuable insights have been gained for compression ignition engines in the Coordinating Research Council`s VE-1 program, but no program similar to AUTO/OIL has been started for diesel fuel reformulation. A more detailed understanding of the fuel/performance relationship is a readily apparent need.

Disclosed herein are sorbents and devices for controlling sulfur oxides emissions as well as systems including such sorbents and devices. Also disclosed are methods for making and using the disclosed sorbents, devices and systems. In one embodiment the disclosed sorbents can be conveniently regenerated, such as under normal exhaust stream from a combustion engine, particularly a dieselengine. Accordingly, also disclosed are combustion vehicles equipped with sulfur dioxide emission control devices.

In support of the Partnership for a New Generation Vehicle (PNGV) emissions and fuel economy goals, a small-bore, high-speed, direct-injection (HSDI) diesel facility in which to conduct research into the physics of the combustion process relevant to these engines has been developed. The characteristics of this facility are described, and the motivation for selecting these characteristics and their relation to high efficiency, low-emission HSDI engine technology is discussed.

Electric hybridization is a very effective approach for reducing fuel consumption in light-duty vehicles. Lean combustion engines (including diesels) have also been shown to be significantly more fuel efficient than stoichiometric gasoline engines. Ideally, the combination of these two technologies would result in even more fuel efficient vehicles. However, one major barrier to achieving this goal is the implementation of lean-exhaust aftertreatment that can meet increasingly stringent emissions regulations without heavily penalizing fuel efficiency. We summarize results from comparative simulations of hybrid electric vehicles with either stoichiometric gasoline or dieselengines that include state-of-the-art aftertreatment emissions controls for both stoichiometric and lean exhaust. Fuel consumption and emissions for comparable gasoline and diesel light-duty hybrid electric vehicles were compared over a standard urban drive cycle and potential benefits for utilizing diesel hybrids were identified. Technical barriers and opportunities for improving the efficiency of diesel hybrids were identified.

A Cummins N14-410 dieselengine was operated on 12 fuels produced by blending methyl tallowate, methyl soyate, and ethanol with no. 2 diesel fuel. Engine in-cylinder pressure data were used to evaluate engine performance. Peak cylinder pressures for each fuel blend at all engine speeds were lower than peak pressure for diesel fuel with the exception of the 80% diesel, 13% methyl tallowate, and 7% ethanol; and the 80% diesel, 6.5% methyl tallowate, 6.5% methyl soyate and 7% ethanol blends. The indicated mean effective pressure (IMEP) values for all fuel blends were less than for diesel fuel. The differences in IMEP values correlated with differences in power output of the engine. Similarly, maximum rates of pressure rise for most fuel blends were less than for diesel fuel. It was concluded that the fuel blends used in this study would have no detrimental long-term effects on engine performance, wear, and knock. 6 refs., 4 figs., 7 tabs.

Most studies of the health effects of diesel exhaust have focused on the controversial issue of its role in cancer. However, recently the role of combustion products such as diesel exhaust particles (DEP) in modulating the immune response has garnered much attention. In particular the effect of DEP on allergic and asthmatic diseases has been the focus of many studies. A link between industrialization and allergic disease has long been presumed. Indeed, only 50 years after the first recorded reported case of allergy in 1819, Charles Blackely wrote that the ''hay-fever epidemic'' was associated with the movement of people from the country into the cities. Ishizaki et al. (1987) found that people in Japan living on busy roads lined with cedar trees have more allergies to cedar than residents living on similar streets with much less traffic. Since that time other epidemiological studies have reported similar findings. Kramer, et al., showed that hay fever is greater in residential areas with heavy truck traffic, while Weiland, et al., reported that allergic symptoms correlate with the distance of residences to roads with heavy traffic.

A technique for measuring the fuel dilution of oil in a dieselengine is presented. Fuel dilution can occur when advanced in-cylinder fuel injection techniques are employed for the purpose of producing rich exhaust for lean NOx trap catalyst regeneration. Laser-induced fluorescence (LIF) spectroscopy is used to monitor the oil in a Mercedes 1.7-liter engine operated on a dynamometer platform. A fluorescent dye suitable for use in diesel fuel and oil systems is added to the engine fuel. The LIF spectra are monitored to detect the growth of the dye signal relative to the background fluorescence of the oil; fuel mass concentration is quantified based on a known sample set. The technique was implemented with fiber optic probes which can be inserted at various points in the oil system of the engine. A low cost 532-nm laser diode was used for excitation of the fluorescence. Measurements of fuel dilution of oil are presented for various in-cylinder injection strategies for rich operation of the dieselengine. Rates of fuel dilution increase for all strategies relative to normal lean operation, and higher fuel dilution rates are observed when extra fuel injection occurs later in the combustion cycle when fuel penetration into the cylinder wall oil film is more likely.

The potential for biodiesel to be found in diesel fuel for emergency diesel generators (EDGs) is greatly increased since ASTM approved the allowance of up to 5 volume percent biodiesel (B5) in commercial diesel covered by ASTM D975. Although B5 is approved for use by all major dieselengine manufacturers, little is known about possible problems that could be encountered by utilities with EDGs. This report is an addendum to previously published Electric Power Research Institute (EPRI) report 1021071. It i...

The potential for biodiesel to be found in diesel fuel for emergency diesel generators (EDGs) is greatly increased since the American Society for Testing and Materials (ASTM) approved the allowance of up to 5 volume percent (vol%) biodiesel (B5) in commercial diesel covered by ASTM D975. While B5 is approved for use by all major dieselengine manufacturers, little is known about possible problems that could be encountered by utilities with EDGs. This report contains the findings from an extensive literat...

To evaluate the emissions and performance impact of biodiesel in a modern dieselengine equipped with a diesel particulate filter. This testing is in support of the Non-Petroleum Based Fuels (NPBF) 2010 Annual Operating Plan (AOP).

This project titled 'Demonstration of the New MorElectric{trademark} Technology as an Idle Reduction Solution' is one of four demonstration projects awarded by the US Department of Energy in 2002. The goal of these demonstration and evaluation projects was to gather objective in-use information on the performance of available idle reduction technologies by characterizing the cost; fuel, maintenance, and engine life savings; payback; and user impressions of various systems and techniques. In brief, the Caterpillar Inc. project involved applying electrically driven accessories for cab comfort during engine-off stops and for reducing fuel consumption during on-highway operation. Caterpillar had equipped and operated five new trucks with the technology in conjunction with International Truck and Engine Corporation and COX Transfer. The most significant result of the project was a demonstrated average idle reduction of 13.8% for the 5 truck MEI fleet over the control fleet. It should be noted that the control fleet trucks were also equipped with an idle reduction device that would start and stop the main engine automatically in order to maintain cab temperature. The control fleet idle usage would have been reduced by 3858 hours over the 2 year period with the MEI system installed, or approximately 2315 gallons of fuel less (calculations assume a fuel consumption of 0.6 gallons per hour for the 13 liter engine at idle). The fuel saved will be significantly larger for higher displacement engines without idle reduction equipment such as the engine auto start/stop device used by COX Transfer. It is common for engines to consume 1.0 gallons per hour which would increase the fuel savings to approximately 1260 gallons per truck per year of typical idling (1800 hours idle/yr).

Application of a two-phase turbine system to waste heat recovery was examined. Bottoming cycle efficiencies ranging from 15 to 30% were calculated for a 720/sup 0/F diesel exhaust temperature. A single stage demonstration unit, designed for non-toxic fluids (water and DowTherm A) and for atmospheric seals and bearings, had a cycle efficiency of 23%. The net output power was 276 hp at 8,100 rpm, increasing the total shaft power from 1,800 hp for the diesel alone, to 2,076 hp for the combined system. A four stage organic turbine, for the same application, had a rotational speed of 14,700 rpm while a four stage steam turbine had 26,000 rpm. Fabrication drawings were prepared for the turbine and nozzle. The major improvement leading to higher cycle efficiency and lower turbine rpm was found to be the use of a liquid component with lower sensible heat. A reduction in capital cost was found to result from the use of a contact heat exchanger instead of tube-fin construction. The cost for a contact heat exchanger was only $35-52/kWe compared to $98/kWe for a tube-fin heat exchanger. Design drawings and materials list were prepared. A program resulting in the demonstration of a two-phase bottoming system was planned and the required cost estimated. The program would result in a feasibility test of the nozzle and turbine at the end of the first year, a laboratory performance test of the bottoming system by the end of the second year and a field demonstration test and laboratory endurance test of the bottoming system during the third year. The blowdown test rig for the first year's program and test turbine were designed.

The objectives of this program are to study combustion feasibility by running Series 149 engine tests at high speeds with a fuel injection and combustion system designed for coal-water-slurry (CWS). The following criteria will be used to judge feasibility: (1) engine operation for sustained periods over the load range at speeds from 600 to 1900 rpm. The 149 engine for mine-haul trucks has a rated speed of 1900 rpm; (2) reasonable fuel economy and coal burnout rate; (3) reasonable cost of the engine design concept and CWS fuel compared to future oil prices.

In order to analyse the temperature distribution of dieselengine piston, the wavelet finite element was constructed based on Daubechies wavelet scale function and traditional finite element. And the temperature distribution of the conventional and ceramic ...

It is widely recognized that future NOx and PM emission targets for dieselengines cannot be met solely via advanced combustion over the full engine drive cycle. Therefore some combination of advanced combustion methodology with an aftertreatment technology will be required. In this study, NOx reduction, fuel efficiency, and regeneration performance of lean NOx trap (LNT) were evaluated for four operating conditions. The combustion approaches included baseline engine operation with and without EGR, two exhaust enrichment methods (post injection and delayed injection), and one advanced combustion mode to enable high efficiency clean combustion (HECC). A 1.7 liter 4-cylinder dieselengine was operated under five conditions, which represent key interest points for light-duty diesel operation. At the low load setting the exhaust temperature was too low to enable LNT regeneration and oxidation; however, HECC (low NOx) was achievable. HECC was also reached under more moderate loads and the exhaust temperatures were high enough to enable even further NOx reductions by the LNT. At high loads HECC becomes difficult but the LNT performance improves and acceptable regeneration can be met with enrichment methodologies.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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K-Reactor's number one GM diesel (GM-lK) suffered recurrent, premature piston pin bushing failures between July 1990 and January 1991. These failures raised a concern that the engine's original design capabilities were being exceeded. Were we asking old engines to do too much by powering 1200 kw (continuous) rated electrical generators Was excessive wear of the piston pin bushings a result of having exceeded the engine's capabilities (overload), or were the recent failures a direct result of poor quality, poor design, or defective replacement parts Considering the engine's overall performance for the past 30 years, during which an engine failure of this nature had never occurred, and the fact that 1200 kw was approximately 50% of the engine's original tested capability, Reactor Engineering did not consider it likely that an overloaded engine caused bushing failures. What seemed more plausible was that the engine's failure to perform was caused by deficiencies in, or poor quality of, replacement parts.The following report documents: (1) the results of K-Reactor EDG failure analysis; (2) correlation of P- and C-Reactor GM diesel teardowns; (3) the engine rebuild to blueprint specification; (4) how the engine was determined ready for test; (5) testing parameters that were developed; (6) a summary of test results and test insights; (7) how WSRC determined engine operation was acceptable; (8) independent review of 1200 kw operational data; (9) approval of the engines' 12OOkw continuous rating.

Tests were run on biogas, natural gas and liquid fuel with four engines of 1.1 and 2.8 L displacement at 1800 rpm, intended for motor-generators. One engine was dieselengine modified to high compression spark-ignition. Optimum timing, fuel consumption and knocking were determined at various load levels between full load and idling. Considerable differences in efficiency were found. Recommendations are given on choice, equipment and operation. 13 refs.

Several catalytic aftertreatment technologies rely on the conversion of NO to NO{sub 2} to achieve efficient reduction of NO{sub x} and particulates in dieselengine exhaust. These technologies require low sulfur fuel because the catalyst component that is active in converting NO to NO{sub 2} is also active in converting SO{sub 2} to SO{sub 3}. A non-thermal plasma can be used for the selective partial oxidation of NO to NO{sub 2} in the gas-phase under dieselengine exhaust conditions. This paper discusses how a non-thermal plasma can efficiently oxidize NO to NO{sub 2} without oxidizing SO{sub 2} to SO{sub 3}. It is shown that the presence of hydrocarbons in the plasma is essential for enhancing the selective partial oxidation of NO and suppressing the oxidation of SO{sub 2}.

Based on a phenomenological model of diesel combustion and pollutant-formation processes, a number of fuel additives that could potentially reduce in-cylinder soot formation by altering combustion chemistry have been identified. These fuel additives, or ''combustion modifiers'', included ethanol and ethylene glycol dimethyl ether, polyethylene glycol dinitrate (a cetane improver), succinimide (a dispersant), as well as nitromethane and another nitro-compound mixture. To better understand the chemical and physical mechanisms by which these combustion modifiers may affect soot formation in dieselengines, in-cylinder soot and diffusion flame lift-off were measured, using an optically-accessible, heavy-duty, direct-injection dieselengine. A line-of-sight laser extinction diagnostic was employed to measure the relative soot concentration within the diesel jets (''jetsoot'') as well as the rates of deposition of soot on the piston bowl-rim (''wall-soot''). An OH chemiluminescence imaging technique was utilized to measure the lift-off lengths of the diesel diffusion flames so that fresh oxygen entrainment rates could be compared among the fuels. Measurements were obtained at two operating conditions, using blends of a base commercial diesel fuel with various combinations of the fuel additives. The ethanol additive, at 10% by mass, reduced jet-soot by up to 15%, and reduced wall-soot by 30-40%. The other fuel additives also affected in-cylinder soot, but unlike the ethanol blends, changes in in-cylinder soot could be attributed solely to differences in the ignition delay. No statistically-significant differences in the diesel flame lift-off lengths were observed among any of the fuel additive formulations at the operating conditions examined in this study. Accordingly, the observed differences in in-cylinder soot among the fuel formulations cannot be attributed to differences in fresh oxygen entrainment upstream of the soot-formation zones after ignition.

Better information on the comparative toxicity of airborne emissions from different types of engines is needed to guide the development of heavy vehicle engine, fuel, lubricant, and exhaust after-treatment technologies, and to place the health hazards of current heavy vehicle emissions in their proper perspective. To help fill this information gap, samples of vehicle exhaust particles and semi-volatile organic compounds (SVOC) were collected and analyzed. The biological activity of the combined particle-SVOC samples is being tested using standardized toxicity assays. This report provides an update on the design of experiments to test the relative toxicity of engine emissions from various sources.

Exhaust from the GE-TS single cylinder dieselengine, fitted with hardened metal, and diamond-tipped metal fuel injection nozzles, and firing coal-water mixture (CWM) has been characterized with respect to gas composition, particulate size distribution, and particulate filtration characteristics. The measured flue gas compositions are roughly in keeping with results from combustion calculations. The time variations of the hydrocarbon, CO, and NO[sub x] concentrations are also understood in terms of known reaction mechanisms.

Exhaust from the GE-TS single cylinder dieselengine, fitted with hardened metal, and diamond-tipped metal fuel injection nozzles, and firing coal-water mixture (CWM) has been characterized with respect to gas composition, particulate size distribution, and particulate filtration characteristics. The measured flue gas compositions are roughly in keeping with results from combustion calculations. The time variations of the hydrocarbon, CO, and NO{sub x} concentrations are also understood in terms of known reaction mechanisms.

The primary objective of this METC project is to established practical, durable components compatible with clean coal slurry fuel and capable of low emissions. The components will be integrated into a coal power system for a 100-hr proof-of-concept test. The goal of this program is to advance the stationary coal-fueled dieselengine to the next plateau of technological readiness, and thus provide the springboard to commercialization.

The primary objective of this METC project is to established practical, durable components compatible with clean coal slurry fuel and capable of low emissions. The components will be integrated into a coal power system for a 100-hr proof-of-concept test. The goal of this program is to advance the stationary coal-fueled dieselengine to the next plateau of technological readiness, and thus provide the springboard to commercialization.

The thermodynamic laws governing the Otto and diesel cycle engines and the possible approaches that might be taken to increase the delivered efficiency of the reciprocating piston engine are discussed. The generic aspects of current research are discussed and typical links between research and the technical barriers to the engines' development are shown. The advanced engines are discussed individually. After a brief description of each engine and its advantages, the major technical barriers to their development are discussed. Also included for each engine is a discussion of examples of the linkages between these barriers and current combustion and thermodynamic research. For each engine a list of questions is presented that have yet to be resolved and could not be resolved within the scope of this study. These questions partially indicate the limit to the state of knowledge regarding efficiency characteristics of the advanced engine concepts. The major technical barriers to each of the engines and their ranges of efficiency improvement are summarized.

Caterpillar's Technology & Solutions Division conceived, designed, built and tested an electric turbocompound system for an on-highway heavy-duty truck engine. The heart of the system is a unique turbochargerr with an electric motor/generator mounted on the shaft between turbine and compressor wheels. When the power produced by the turbocharger turbine exceeds the power of the compressor, the excess power is converted to electrical power by the generator on the turbo shaft; that power is then used to help turn the crankshaft via an electric motor mounted in the engine flywheel housing. The net result is an improvement in engine fuel economy. The electric turbocompound system provides added control flexibility because it is capable of varying the amount of power extracted from the exhaust gases, thus allowing for control of engine boost. The system configuration and design, turbocharger features, control system development, and test results are presented.

The performance of a microprocessor based precision engine speed control system was investigated. A sample rate selection criteria is presented along with a procedure to implement a high performance digital PID control algorithm. The algorithm requires a digital speed sensor of 12 to 14 bits to minimize excessive fuel rack motion at a steady state due to digital quantization effects. Computer simulation and experimental test results of the algorithm are presented for an 1800 RPM, 125 Kilowatt engine generator set.

Use of oxygen-enriched combustion air in dieselengines can lead to significant improvements in power density, as well as reductions in particulate emissions, but at the expense of higher NO{sub x} emissions. Oxygen enrichment would also lead to lower ignition delays and the opportunity to burn lower grade fuels. Analytical and experimental studies are being conducted in parallel to establish the optimal combination of oxygen level and diesel fuel properties. In this paper, cylinder pressure data acquired on a single-cylinder engine are used to generate heat release rates for operation under various oxygen contents. These derived heat release rates are in turn used to improve the combustion correlation -- and thus the prediction capability -- of the simulation code. It is shown that simulated and measured cylinder pressures and other performance parameters are in good agreement. The improved simulation can provide sufficiently accurate predictions of trends and magnitudes to be useful in parametric studies assessing the effects of oxygen enrichment and water injection on dieselengine performance. Measured ignition delays, NO{sub x} emissions, and particulate emissions are also compared with previously published data. The measured ignition delays are slightly lower than previously reported. Particulate emissions measured in this series of tests are significantly lower than previously reported. 14 refs., 10 figs., 1 tab.

The basic motivation behind this project is to develop coal-burning heat engine technology primarily for 10-100 MW modular stationary power applications in the late 1990`s and beyond, when oil and gas prices may return to the $5--7/MMBtu range. The fuel is a low-cost, coal-based liquid with the consistency of black paint, composed of 12-micron mean size premium 2% ash coal dust mixed 50/50 with water. The Clean Coal Diesel Plant of the future is targeted for the 10-100 MW non-utility generation (NUG) and small utility markets, including independent power producers (IPP) and cogeneration. A family of plant designs will be offered using the Cooper-Bessemer 3.8, 5.0, and 6.3 MW Model LS engines as building blocks. In addition, larger plants will be configured with an engine in the 10-25 MW class (Cooper will license the technology to other large bore stationary engine manufacturers). The reciprocating engine offers a remarkable degree of flexibility in selecting plant capacity. This flexibility exists because the engines are modular in every sense (fuel cell stacks have similar modularity). Scale-up is accomplished simply by adding cylinders (e.g., 20 vs 16) or by adding engines (4 vs 3). There is no scale-up of the basic cylinder size. Thus, there is essentially no technical development needed to scale-up the Cooper-Bessemer Clean Coal Diesel Technology all the way from 2 MW (one 6-cylinder engine) to 50 MW (eight 20-cylinder engines), other than engineering adaptation of the turbocharger to match the engine.

A multidimensional simulation of Auxiliary Gas Injection (AGI) for late cycle oxygen enrichment was exercised to assess the merits of AGI for reducing the emissions of soot from heavy duty dieselengines while not adversely affecting the NO{sub x} emissions of the engine. Here, AGI is the controlled enhancement of mixing within the dieselengine combustion chamber by high speed jets of air or another gas. The engine simulated was a Caterpillar 3401 engine. For a particular operating condition of this engine, the simulated soot emissions of the engine were reduced by 80% while not significantly affecting the engine-out NO{sub x} emissions compared to the engine operating without AGI. The effects of AGI duration, timing, and orientation are studied to confirm the window of opportunity for realizing lower engine-out soot while not increasing engine out NO{sub x} through controlled enhancement of in-cylinder mixing. These studies have shown that this window occurs during the late combustion cycle, from 20 to 60 crank angle degrees after top-dead-center. During this time, the combustion chamber temperatures are sufficiently high that soot oxidation increases in response in increased mixing, but the temperature is low enough that NO{sub x} reactions are quenched. The effect of the oxygen composition of the injected air is studied for the range of compositions between 21% and 30% oxygen by volume. This is the range of oxygen enrichment that is practical to produce from an air separation membrane. Simulations showed that this level of oxygen enrichment is insufficient to provide an additional benefit by either increasing the level of soot oxidation or prolonging the window of opportunity for increasing soot oxidation through enhanced mixing.

A thermodynamic simulation is used to study effects of O2-enriched intake air on performance and NO emissions of a locomotive dieselengine. Parasitic power of the air separation membrane required to supply the O2-enriched air is also estimated. For a given constraint on peak cylinder pressure, gross and net power output of an engine operating under different levels of O2 enrichment are compared with those obtained when a high-boost turbocharged engine is used. A 4% increase in peak cylinder pressure can result in 13% increase in net engine power when intake air with 28 vol% O2 is used and fuel injection timing retarded by 4 degrees. When the engine is turbocharged to a higher inlet boost, the same increase in peak cylinder pressure can result in only 4% improvement in power. If part of the higher exhaust enthalpies from the O2 enrichment is recovered, the power requirements of the air separator membrane can be met. O2 enrichment with its higher combustion temperatures reduces emissions of particulates and visible smoke but increases NO emissions (by up to 3 times at 26% O2 content). Therefore, exhaust gas after-treatment and heat recovery would be required if the full potential of O2 enrichment for improving the performance of locomotive dieselengines is to be realized.

In accordance with meeting DOE technical targets this research was aimed at developing and optimizing new fuel injection technologies and strategies for the combustion of clean burning renewable fuels in dieselengines. In addition a simultaneous minimum 20% improvement in fuel economy was targeted with the aid of this novel advanced combustion system. Biodiesel and other renewable fuels have unique properties that can be leveraged to reduce emissions and increase engine efficiency. This research is an investigation into the combustion characteristics of biodiesel and its impacts on the performance of a Low Temperature Combustion (LTC) engine, which is a novel engine configuration that incorporates technologies and strategies for simultaneously reducing NOx and particulate emissions while increasing engine efficiency. Generating fundamental knowledge about the properties of biodiesel and blends with petroleum-derived diesel and their impact on in-cylinder fuel atomization and combustion processes was an important initial step to being able to optimize fuel injection strategies as well as introduce new technologies. With the benefit of this knowledge experiments were performed on both optical and metal LTC engines in which combustion and emissions could be observed and measured under realistic conditions. With the aid these experiments and detailed combustion models strategies were identified and applied in order to improve fuel economy and simultaneously reduce emissions.

The overall objectives of this program is to develop the engine and lubricant system design approach that has the highest probability for commercial acceptance. Several specific objectives can also be identified. These objectives include: definition of the dominant wear mechanisms prevailing in coal-fueled dieselengines; definition of the specific effect of each coal-related lube oil contaminant; determination of the potential of traditional engine lubrication design approaches to either solve or mitigate the effects of the coal related lube oil contaminants; evaluation of several different engine design approaches aimed specifically at preventing lube oil contamination or preventing damage due to lube oil contamination; and presentation of the engine/lubricant system and design determined to have the most potential. 2 figs., 3 tabs.

The overall objective of this program is to develop the engine and lubricant system design approach that has the highest probability for commercial acceptance. Several specific objectives can also be identified. These objectives include: definition of the dominant wear mechanisms prevailing in coal-fueled dieselengines; definition of the specific effect of each coal-related lube oil contaminant; determination of the potential of traditional engine lubrication design approaches to either solve or mitigate the effects of the coal related lube oil contaminants; evaluation of several different engine design approaches aimed specifically at preventing lube oil contamination or preventing damage due to lube oil contamination; and presentation of the engine/lubricant system design determined to have the most potential. 2 figs., 3 tabs.

Engine tests conducted during previous investigations have established the viability of using canola oil as a substitute for diesel fuel on a short term basis, but also revealed the need to assess possible combustion chamber deposits from long range testing. Low temperature problems in handling vegetable oils has also been recognized as posing a threat to their use in winter operation. This paper reports a procedure involving a direct comparison of running two different fuels in an engine simultaneously to study deposit problems, and also reports on three attempted methods - fuel blending, fuel heating and fuel additives to reduce the pour point of canola oil. 3 figures, 1 table.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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A second law analysis of compression ignition engine was completed using a thermodynamic engine cycle simulation. The major components of availability destruction and transfer for an entire engine cycle were identified and the influence of mode of combustion, injection timing and EGR on availability balance was evaluated. The simulation pressure data was matched with the available experimental pressure data gathered from the tests on the Isuzu 1.7 L direct injection dieselengine. Various input parameters of the simulation were changed to represent actual engine conditions. Availability destruction due to combustion decreases with advanced injection timing and under premixed compression ignition (PCI) modes; but it is found to be insensitive to the level of EGR. Similarly, trends (or lack of trends) in the other components of availability balance were identified for variation in injection timing, EGR level and mode of combustion. Optimum strategy for efficient combustion processes was proposed based on the observed trends.

A method of controlling the airflow into a compression ignition engine having an EGR and a VGT. The control strategy includes the steps of generating desired EGR and VGT turbine mass flow rates as a function of the desired and measured compressor mass airflow values and exhaust manifold pressure values. The desired compressor mass airflow and exhaust manifold pressure values are generated as a function of the operator-requested fueling rate and engine speed. The EGR and VGT turbine mass flow rates are then inverted to corresponding EGR and VGT actuator positions to achieve the desired compressor mass airflow rate and exhaust manifold pressure. The control strategy also includes a method of estimating the intake manifold pressure used in generating the EGR valve and VGT turbine positions.

The purpose of this research investigation was to develop an electronic coal water slurry injection system in conjunction with the Thermal Ignition Combustion System (TICS) concept to achieve autoignition of CWS at various engine load and speed conditions without external ignition sources. The combination of the new injection system and the TICS is designed to reduce injector nozzle spray orifice wear by lowering the peak injection pressure requirements. (VC)

In-cylinder fuel blending of gasoline/diesel fuel is investigated on a multi-cylinder light-duty dieselengine as a potential strategy to control in-cylinder fuel reactivity for improved efficiency and lowest possible emissions. This approach was developed and demonstrated at the University of Wisconsin through modeling and single-cylinder engine experiments. The objective of this study is to better understand the potential and challenges of this method on a multi-cylinder engine. More specifically, the effect of cylinder-to-cylinder imbalances, heat rejection, and in-cylinder charge motion as well as the potential limitations imposed by real-world turbo-machinery were investigated on a 1.9-liter four-cylinder engine. This investigation focused on one engine condition, 2300 rpm, 4.2 bar brake mean effective pressure (BMEP). Gasoline was introduced with a port-fuel-injection system. Parameter sweeps included gasoline-to-diesel fuel ratio, intake air mixture temperature, in-cylinder swirl number, and diesel start-of-injection phasing. In addition, engine parameters were trimmed for each cylinder to balance the combustion process for maximum efficiency and lowest emissions. An important observation was the strong influence of intake charge temperature on cylinder pressure rise rate. Experiments were able to show increased thermal efficiency along with dramatic decreases in oxides of nitrogen (NOX) and particulate matter (PM). However, indicated thermal efficiency for the multi-cylinder experiments were less than expected based on modeling and single-cylinder results. The lower indicated thermal efficiency is believed to be due increased heat transfer as compared to the model predictions and suggest a need for improved cylinder-to-cylinder control and increased heat transfer control.

A combined experimental and kinetic modeling study of soot formation in dieselengine combustion has been used to study the addition of oxygenated species to diesel fuel to reduce soot emissions. This work indicates that the primary role of oxygen atoms in the fuel mixture is to reduce the levels of carbon atoms available for soot formation by fixing them in the form of CO or COz. When the structure of the oxygenate leads to prompt and direct formation of CO2, the oxygenate is less effective in reducing soot production than in cases when all fuel-bound 0 atoms produce only CO. The kinetic and molecular structure principles leading to this conclusion are described.

Experiments have been conducted to characterize the sprays from a modified positive displacement fuel injection system for a dieselengine. Diesel fuel water and three concentrations of micronized-coal-water slurry were used in these experiments. The injection system includes an injection jerk pump driven by an electric motor, a specially designed diaphragm to separate the abrasive coal slurry fuel from the pump, and a single-hole fuel nozzle. The sprays were injected into a pressurized chamber equipped with windows. High speed movies and still photographs of the sprays were obtained. In addition, instaneous fuel line pressures and needle lifts were obtained. Data were acquired as a function of fluid, nozzle orifice diameter, rack setting and chamber conditions. The high speed movies were used to determine spray penetration and spray growth.

NOx emissions from a heavy-duty dieselengine were reduced by more than 90% and 80% utilizing a full-scale ethanol-SCR system for space velocities of 21000/h and 57000/h respectively. These results were achieved for catalyst temperatures between 360 and 400 C and for C1:NOx ratios of 4-6. The SCR process appears to rapidly convert ethanol to acetaldehyde, which subsequently slipped past the catalyst at appreciable levels at a space velocity of 57000/h. Ammonia and N2O were produced during conversion; the concentrations of each were higher for the low space velocity condition. However, the concentration of N2O did not exceed 10 ppm. In contrast to other catalyst technologies, NOx reduction appeared to be enhanced by initial catalyst aging, with the presumed mechanism being sulfate accumulation within the catalyst. A concept for utilizing ethanol (distilled from an E-diesel fuel) as the SCR reductant was demonstrated.

Presents the results of a 2,000-hour test of an emissions control system consisting of a nitrogen oxides adsorber catalyst in combination with a diesel particle filter, advanced fuels, and advanced engine controls in an SUV/pick-up truck vehicle platform.

The overall objective of this program is to develop the engine and lubricant system design approach that has the highest probability for commercial acceptance. Several specific objectives can also be identified. These objectives include: definition of the dominant wear mechanisms prevailing in coal-fueled dieselengines; definition of the specific effect of each coal-related lube oil contaminant; determination of the potential of traditional engine lubrication design approaches to either solve or mitigate the effects of the coal related lube oil contaminants; evaluation of several different design approaches aimed specifically at preventing lube oil contamination or preventing damage due to lube oil contamination; and presentation of the engine/lubricant system design determined to have the most potential. 2 figs., 3 tabs.

Thermal efficiencies of 54% have been demonstrated by single cylinder engine testing of advanced dieselengine concepts developed under Department of Energy funding. In order for these concept engines to be commercially viable, cost effective and durable systems for insulating the piston, head, ports and exhaust manifolds will be required. The application and development of new materials such as thick thermal barrier coating systems will be key to insulating these components. Development of test methods to rapidly evaluate the durability of coating systems without expensive engine testing is a major objective of current work. In addition, a novel, low cost method for producing thermal barrier coated pistons without final machining of the coating has been developed.

A three-dimensional computer code, KIVA, is being modified to include state-of-the-art submodels for dieselengine flow and combustion. Improved and/or new submodels which have already been implemented and previously reported are: Wall heat transfer with unsteadiness and compressibility, laminar-turbulent characteristic time combustion with unburned HC and Zeldo`vich NO{sub x}, and spray/wall impingement with rebounding and sliding drops. Progress on the implementation of improved spray drop drag and drop breakup models, the formulation and testing of a multistep kinetics ignition model and preliminary soot modeling results are described in this report. In addition, the use of a block structured version of KIVA to model the intake flow process is described. A grid generation scheme has been developed for modeling realistic (complex) engine geometries, and computations have been made of intake flow in the ports and combustion chamber of a two-intake-valve engine. The research also involves the use of the code to assess the effects of subprocesses on dieselengine performance. The accuracy of the predictions is being tested by comparisons with engine experiments. To date, comparisons have been made with measured engine cylinder pressure, temperature and heat flux data, and the model results are in good agreement with the experiments. Work is in progress that will allow validation of in-cylinder flow and soot formation predictions. An engine test facility is described that is being used to provide the needed validation data. Test results have been obtained showing the effect of injection rate and split injections on engine performance and emissions.

The purpose of this Cooperative Research and Development Agreement (CRADA) between UTBattelle, Inc. and Caterpillar, Inc. was to improve dieselengine efficiency by incorporating advanced materials to enable higher combustion pressures and temperatures necessary for improved combustion. The project scope also included novel materials for use in advanced components and designs associated with waste-heat recovery and other concepts for improved thermal efficiency. Caterpillar initially provided ORNL with a 2004 Tier 2 C15 ACERT dieselengine (designed for on-highway use) and two 600 hp motoring dynamometers. The first year of the CRADA effort was focused on establishing a heavy-duty experimental engine research cell. First year activities included procuring, installing and commissioning the cell infrastructure. Infrastructure components consisted of intake air handling system, water tower, exhaust handling system, and cell air conditioning. Other necessary infrastructure items included the fuel delivery system and bottled gas handling to support the analytical instrumentation. The second year of the CRADA focused on commissioning the dynamometer system to enable engine experimentation. In addition to the requirements associated with the dynamometer controller, the electrical system needed a power factor correction system to maintain continuity with the electrical grid. During the second year the engine was instrumented and baseline operated to confirm performance and commission the dynamometer. The engine performance was mapped and modeled according to requirements provided by Caterpillar. This activity was further supported by a Work-for-Others project from Caterpillar to evaluate a proprietary modeling system. A second Work-for-Others activity was performed to evaluate a novel turbocharger design. This project was highly successful and may lead to new turbocharger designs for Caterpillar heavy-duty dieselengines. During the third (and final) year of the CRADA, a novel valve material was evaluated to assess high temperature performance and durability. A series of prototype valves, composed of a unique nickel-alloy was placed in the engine head. The engine was aggressively operated using a transient test cycle for 200 hours. The valve recession was periodically measured to determine valve performance. Upon completion of the test the valves were removed and returned to Caterpillar for additional assessment. Industrial in-kind support was available throughout the project period. Review of the status and research results were carried out on a regular basis (meetings and telecons) which included direction for future work activities. A significant portion of the industrial support was in the form of information exchange and technical consultation.

Accelerator Mass Spectrometry (AMS) was used to investigate the relative contribution to dieselengine particulate matter (PM) from the ethanol and diesel fractions of blended fuels. Four test fuels along with a diesel fuel baseline were investigated. The test fuels were comprised of {sup 14}C depleted diesel fuel mixed with contemporary grain ethanol (>400 the {sup 14}C concentration of diesel). An emulsifier (Span 85) or cosolvent (butyl alcohol) was used to facilitate mixing. The experimental test engine was a 1993 Cummins B5.9 diesel rated at 175 hp at 2500 rpm. Test fuels were run at steady-state conditions of 1600 rpm and 210 ft-lbs, and PM samples were collected on quartz filters following dilution of engine exhaust in a mini-dilution tunnel. AMS analysis of the filter samples showed that the ethanol contributed less to PM relative to its fraction in the fuel blend. For the emulsified blends, 6.4% and 10.3% contributions to PM were observed for 11.5% and 23.0% ethanol fuels, respectively. For the cosolvent blends, even lower contributions were observed (3.8% and 6.3% contributions to PM for 12.5% and 25.0% ethanol fuels, respectively).

Idling the main truck engine to provide for the relatively small power requirements needed during rest stops is inefficient and highly polluting. An alternative is to supply power from the grid or some form of distributed generation, and a national effort is underway to electrify truck stops. Not all idling occurs at truck stops, however. The purpose of this project was to quantify the major truck idling that takes place at public facilities other than truck stops. The study focused on public rest areas,...

This project, funded by New York State Energy Research and Development Agency (NYSERDA), investigated the potential for an oil-fired combined heat and power system (micro-CHP system) for potential use in residences that use oil to heat their homes. Obviously, this requires the power source to be one that uses heating oil (diesel). The work consisted of an experimental study using a dieselengine and an analytical study that examined potential energy savings and benefits of micro-CHP systems for 'typical' locations in New York State. A search for a small dieselengine disclosed that no such engines were manufactured in the U.S. A single cylinder engine manufactured in Germany driving an electric generator was purchased for the experimental work. The engine was tested using on-road diesel fuel (15 ppm sulfur), and biodiesel blends. One of the main objectives was to demonstrate the possibility of operation in the so-called HCCI (Homogeneous Charge Compression Ignition) mode. The HCCI mode of operation of engines is being explored as a way to reduce the emission of smoke, and NOx significantly without exhaust treatment. This is being done primarily in the context of engines used in transportation applications. However, it is felt that in a micro-CHP application using a single cylinder engine, such an approach would confer those emission benefits and would be much easier to implement. This was demonstrated successfully by injecting the fuel into the engine air intake using a heated atomizer made by Econox Technologies LLC to promote significant vaporization before entering the cylinder. Efficiency and emission measurements were made under different electrical loads provided by two space heaters connected to the generator in normal and HCCI modes of operation. The goals of the analytical work were to characterize, from the published literature, the prime-movers for micro-CHP applications, quantify parametrically the expected energy savings of using micro-CHP systems instead of the conventional heating system, and analyze system approaches for interaction with the local electric utility. The primary energy savings between the space heating provided by a conventional space heating system with all the required electrical energy supplied by the grid and the micro-CHP system supplemented when needed by a conventional space heating and the grid supplied electricity. were calculated for two locations namely Long Island and Albany. The key results from the experimental work are summarized first and the results from the analytical work next. Experimental results: (1) The engine could be operated successfully in the normal and HCCI modes using both diesel and biodiesel blends. (2) The smoke levels are lower with biodiesel than with diesel in both modes of operation. (3) The NOx levels are lower with the HCCI mode of operation than with the normal mode for both fuels. (4) The engine efficiency in these tests is lower in the HCCI mode of operation. However, the system parameters were not optimized for such operation within the scope of this project. However, for an engine designed with such operation in mind, the efficiency would possibly be not lower. Analytical results: (1) The internal combustion engine (dieselengine in this case) is the only proven technology as a prime mover at present. However, as noted above, no U.S. engine is available at present. (2) For both locations, the use of a micro-CHP system results in primary energy savings. This is true whether the CHP system is used only to supply domestic hot water or to supply both hot water and space heat and even for a low efficiency system especially for the latter case. The size of the thermal storage (as long as it above a certain minimum) did not affect this. (3) For example, for a 2 kW CHP electrical efficiency of 25%, a typical house on Long Island will save about 30MBtu of energy per year for a combined space heat and domestic hot water system. This corresponds to annual energy savings of about 210 gallons oil equivalent per (4) The savings increased initially with the powe

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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A thermodynamic simulation is used to study the effects of oxygen-enriched intake air on the performance and nitrogen oxide (NO) emissions of a locomotive dieselengine. The parasitic power of the air separation membrane required to supply the oxygen-enriched air is also estimated. For a given constraint on peak cylinder pressure, the gross and net power outputs of an engine operating under different levels of oxygen enrichment are compared with those obtained when a high-boost turbocharged engine is used. A 4% increase in peak cylinder pressure can result in an increase in net engine power of approximately 13% when intake air with an oxygen content of 28% by volume is used and fuel injection timing is retarded by 4 degrees. When the engine is turbocharged to a higher inlet boost, the same increase in peak cylinder pressure improves power by only 4%. If part of the significantly higher exhaust enthalpies available as a result of oxygen enrichment are recovered, the power requirements of the air separator membrane can be met, resulting in substantial net power improvements. Oxygen enrichment reduces particulate and visible smoke emissions but increases NO emissions. However, a combination of retarded fuel injection timing and post-treatment of exhaust gases may be adequate to meet the locomotive dieselengine NO{sub x} standards. Exhaust gas after-treatment and heat recovery would be required to realize the full potential of oxygen enrichment. Economic analysis shows that oxygen-enrichment technology is economically feasible and provides high returns on investment. The study also indicates the strong influence of membrane parasitic requirements and exhaust energy recovery on economic benefits. To obtain an economic advantage while using a membrane with higher parasitic power requirements, it is necessary to recover a part of the exhaust energy.

We have studied the effect of pulsed plasma discharges on gas mixtures simulating dieselengine exhaust by modeling and by experiment. Our modeling results have shown that the pulsed plasma can convert NO{sub x} to N{sub 2} using the nitrogen itself as a reductant. However, this process is energetically unfavorable for the plasma regime of our measurements. In our experiments we found that addition of hydrocarbons improves substantially the energy efficiency of pulsed plasma NO{sub x} reduction. Real exhaust gas contains some gaseous hydrocarbons and carbon monoxide that may prove sufficient for improving the energy efficiency of the ``right`` pulsed plasma reduction process.

Objective was to develop a liquid lubricant that will allow advanced dieselengines to operate at top ring reversal temperatures approaching 500 C and lubricant sump temperatures approaching 250 C. Base stock screening showed that aromatic esters and diesters has the lowest deposit level, compared to polyol esters, poly-alpha-olefins, or refined mineral oil of comparable viscosity. Classical aryl and alkyl ZDP antiwear additives are ineffective in reducing wear with aromatic esters; the phosphate ester was a much better antiwear additive, and polyol esters are more amenable to ZDP treatment. Zeolites and clays were evaluated for filtration.

The development of commercially viable dieselengines that operate directly on pulverized coal-fuels will require solution to the problem of severe abrasive wear. The purpose of the work described in this report was to investigate the nature of the abrasive wear problem. Analytical studies were carried out to determine the characteristics of the coal-fuel and associated combustion particles responsible for abrasion. Laboratory pinon-disk wear tests were conducted on oil-particle mixtures to determine the relationship between wear rate and a number of different particle characteristics, contact parameters, specimen materials properties, and other relevant variables.

This study investigated the effects of soybean- and coconut-derived biodiesel fuels on combustion characteristics in a 1.7-liter direct injection, common rail dieselengine. Five sets of fuels were studied: 2007 ultra-low sulfur diesel (ULSD), 5% and 20% volumetric blends of soybean biodiesel with ULSD (soybean B5 and B20), and 5% and 20% volumetric blends of coconut biodiesel with ULSD (coconut B5 and B20). In conventional diesel combustion mode, particulate matter (PM) and nitrogen oxides (NO/dx) emissions were similar for all fuels studied except soybean B20. Soybean B20 produced the lowest PM but the highest NO/dx emissions. Compared with conventional diesel combustion mode, high efficiency clean combustion (HECC) mode, achieved by increased EGR and combustion phasing, significantly reduced both PM and NO/dx emissions for all fuels studied at the expense of higher hydrocarbon (HC) and carbon monoxide (CO) emissions and an increase in fuel consumption (less than 4%). ULSD, soybean B5, and coconut B5 showed no difference in exhaust emissions. However, PM emissions increased slightly for soybean B20 and coconut B20. NO/dx emissions increased significantly for soybean B20, while those for coconut B20 were comparable to ULSD. Differences in the chemical and physical properties of soybean and coconut biodiesel fuels compared with ULSD, such as higher fuel-borne oxygen, greater viscosity, and higher boiling temperatures, play a key role in combustion processes and, therefore, exhaust emissions. Furthermore, the highly unsaturated ester composition in soybean biodiesel can be another factor in the increase of NO/dx emissions.

Laser-sheet imaging studies have considerably advanced our understanding of diesel combustion; however, the location and nature of the flame zones within the combusting fuel jet have been largely unstudied. To address this issue, planar laser-induced fluorescence (PLIF) imaging of the OH radical has been applied to the reacting fuel jet of a direct-injection dieselengine of the ``heavy-duty`` size class, modified for optical access. An Nd:YAG-based laser system was used to pump the overlapping Q{sub 1}9 and Q{sub 2}8 lines of the (1,0) band of the A{yields}X transition at 284.01 nm, while the fluorescent emission from both the (0,O) and (1, I) bands (308 to 320 nm) was imaged with an intensified video camera. This scheme allowed rejection of elastically scattered laser light, PAH fluorescence, and laser-induced incandescence. OH PLIF is shown to be an excellent diagnostic for diesel diffusion flames. The signal is strong, and it is confined to a narrow region about the flame front because the threebody recombination reactions that reduce high flame-front OH concentrations to equilibrium levels occur rapidly at diesel pressures. No signal was evident in the fuel-rich premixed flame regions where calculations and burner experiments indicate that OH concentrations will be below detectable limits. Temporal sequences of OH PLIF images are presented showing the onset and development of the early diffusion flame up to the time that soot obscures the images. These images show that the diffusion flame develops around the periphery of the-downstream portion of the reacting fuel jet about half way through the premixed burn spike. Although affected by turbulence, the diffusion flame remains at the jet periphery for the rest of the imaged sequence.

Coal fueled dieselengines present unique wear problems in the piston ring/cylinder liner area because of their tendency to contaminate the lube-oil with high concentrations of highly abrasive particles. This program involved a series of bench-scale wear tests and engine tests designed to investigate various aspects of the ring/liner wear problem and to make specific recommendations to engine manufacturers as to how to alleviate these problems. The program was organized into tasks, designed to accomplish the following objectives: (1) define the predominant wear mechanisms causing accelerated wear in the ring/liner area; (2) investigate the effectiveness of traditional approaches to wear prevention to prevent wear in coal-fueled engines; (3) further refine information on the most promising approaches to wear prevention; (4) present detailed information and recommendations to engine manufacturers on the most promising approach to wear prevention; (5) present a final report covering the entire program; (6)complete engine tests with a coal-derived liquid fuel, and investigate the effects of the fuel on engine wear and emissions.

Coal fueled dieselengines present unique wear problems in the piston ring/cylinder liner area because of their tendency to contaminate the lube-oil with high concentrations of highly abrasive particles. This program involved a series of bench-scale wear tests and engine tests designed to investigate various aspects of the ring/liner wear problem and to make specific recommendations to engine manufacturers as to how to alleviate these problems. The program was organized into tasks, designed to accomplish the following objectives: (1) define the predominant wear mechanisms causing accelerated wear in the ring/liner area; (2) investigate the effectiveness of traditional approaches to wear prevention to prevent wear in coal-fueled engines; (3) further refine information on the most promising approaches to wear prevention; (4) present detailed information and recommendations to engine manufacturers on the most promising approach to wear prevention; (5) present a final report covering the entire program; (6)complete engine tests with a coal-derived liquid fuel, and investigate the effects of the fuel on engine wear and emissions.

The objective of this program was to explore a combination of advanced injection control and urea-selective catalytic reduction (SCR) to reduce the emissions of oxides of nitrogen (NOx) and particulate matter (PM) from a Tier 2 off-highway dieselengine to Tier 3 emission targets while maintaining fuel efficiency. The engine used in this investigation was a 2004 4.5L John Deere PowerTechTM; this engine was not equipped with exhaust gas recirculation (EGR). Under the original CRADA, the principal objective was to assess whether Tier 3 PM emission targets could be met solely by increasing the rail pressure. Although high rail pressure will lower the total PM emissions, it has a contrary effect to raise NOx emissions. To address this effect, a urea-SCR system was used to determine whether the enhanced NOx levels, associated with high rail pressure, could be reduced to Tier 3 levels. A key attraction for this approach is that it eliminates the need for a Diesel particulate filter (DPF) to remove PM emissions. The original CRADA effort was also performed using No.2 Diesel fuel having a maximum sulfur level of 500 ppm. After a few years, the CRADA scope was expanded to include exploration of advanced injection strategies to improve catalyst regeneration and to explore the influence of urea-SCR on PM formation. During this period the emission targets also shifted to meeting more stringent Tier 4 emissions for NOx and PM, and the fuel type was changed to ultra-low sulfur Diesel (ULSD) having a maximum sulfur concentration of 15 ppm. New discoveries were made regarding PM formation at high rail pressures and the influences of oxidation catalysts and urea-SCR catalysts. These results are expected to provide a pathway for lower PM and NOx emissions for both off- and on-highway applications. Industrial in-kind support was available throughout the project period. Review of the research results were carried out on a regular basis (annual reports and meetings) followed by suggestions for improvement in ongoing work and direction for future work. A significant portion of the industrial support was in the form of experimentation, data analysis, data exchange, and technical consultation.

Traditionally, the performance maps and emissions of a dieselengine are obtained empirically through many testes on the dynamometers because no exact mathematical engine model exists. In the current literature, many artificial-neural-network- (ANN-) ...

Turbochargers in commercial turbo-dieselengines are multi-material systems where usually the compressor rotor is made of aluminum or titanium based material and the turbine rotor is made of either a nickel based superalloy or titanium, designed to operate under the harsh exhaust gas conditions. The use of cast titanium in the turbine section has been used by Cummins Turbo Technologies since 1997. Having the benefit of a lower mass than the superalloy based turbines; higher turbine speeds in a more compact design can be achieved with titanium. In an effort to improve the cost model, and develop an industrial supply of titanium componentry that is more stable than the traditional aerospace based supply chain, the Contractor has developed component manufacturing schemes that use economical Armstrong titanium and titanium alloy powders and MgR-HDH powders. Those manufacturing schemes can be applied to compressor and turbine rotor components for dieselengine applications with the potential of providing a reliable supply of titanium componentry with a cost and performance advantage over cast titanium.

Reduce the Time You Spend Idling? Reduce the Time You Spend Idling? How Do You Reduce the Time You Spend Idling? November 4, 2010 - 7:30am Addthis On Tuesday, Shannon discussed some efforts by Clean Cities, parents, and students to reduce the time that parents spend idling in school parking lots. Some schools have even become idle-free zones. The Alternative Fuels and Advanced Vehicles Data Center offers a few tips for reducing idling, including turning off your engine if you are parked for more than a minute, switching to a hybrid electric vehicle, and avoiding drive-thrus and walking inside instead. How do you reduce the time you spend idling? Each Thursday, you have the chance to share your thoughts on a question about energy efficiency or renewable energy for consumers. E-mail your responses to the Energy Saver team at consumer.webmaster@nrel.gov.

Soy methyl ester (SME) biodiesel was volumetrically blended with 2007 certification ultra low sulfur diesel (ULSD) fuel and run in a 1.7L direct-injection common rail dieselengine at one speed-load point (1500rpm, 2.6bar BMEP). Engine fueling rate and injection timing were adjusted to maintain a constant load, while particulate samples were collected in a diesel particulate filter (DPF) and with a dilution tunnel sampling train. The samples collected at these two locations were found to contain different levels of soluble organic fraction (SOF) and the different hydrocarbon species in the SOF. This observation indicates that traditional SOF measurements, in light of the specific sampling procedure used, may not be appropriate to DPF applications.

This topical report summarizes work accomplished for the Program from November 1, 2001 to December 31, 2002 in the following task areas: Task 1: Materials Development; Task 2: Composite Development; Task 4: Reactor Design and Process Optimization; Task 8: Fuels and Engine Testing; 8.1 International DieselEngine Program; 8.2 Nuvera Fuel Cell Program; and Task 10: Program Management. Major progress has been made towards developing high temperature, high performance, robust, oxygen transport elements. In addition, a novel reactor design has been proposed that co-produces hydrogen, lowers cost and improves system operability. Fuel and engine testing is progressing well, but was delayed somewhat due to the hiatus in program funding in 2002. The Nuvera fuel cell portion of the program was completed on schedule and delivered promising results regarding low emission fuels for transportation fuel cells. The evaluation of ultra-clean diesel fuels continues in single cylinder (SCTE) and multiple cylinder (MCTE) test rigs at International Truck and Engine. FT diesel and a BP oxygenate showed significant emissions reductions in comparison to baseline petroleum diesel fuels. Overall through the end of 2002 the program remains under budget, but behind schedule in some areas.

Getting Serious About Biofuels ALTHOUGH RUDOLF DIESEL IMAGINED THAT HIS EPONYMOUS ENGINE WOULD- outrequiringsubstantialmodificationofexistingvehiclesorofthefueldistributioninfrastructure:secu- rity of supply (biofuels can be produced locally in sustainable systems), lowernet of biomass transport determines the supply area of a biofuels processing facility and thus its scale

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "diesel engine idling" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Experiments were conducted to characterize coal-water slurry fuel sprays from dieselengine injectors. Since the combustion event is a strong function of the fuel spray, full characterization of the spray is a necessity for successful engine design and for modeling of the combustion process. Two experimental facilities were used at TAMU to study the injection of coal slurry fuels. The first experimental facility incorporates General Electric locomotive engine components (injection pump, fuel line, and nozzle) and a specially designed diaphragm to separate the abrasive coal slurry fuel from the moving parts of the pump. The second experimental facility is based on an accumulator injector from General Electric. Instrumentation includes instantaneous needle lift and fuel line pressure. A pressurized visualization chamber was used to provide a spray environment which simulated the engine gas density and permitted the use of spray diagnostic techniques. The study was divided into two phases: (1) overall characterization of the spray, and (2) detailed droplet size and size distribution characterization. In addition to this overall characterization of the spray, the second phase of this study characterized the details of the atomization quality.

Regulated and unregulated emissions (individual hydrocarbons, ethanol, aldehydes and ketones, polynuclear aromatic hydrocarbons (PAH), nitro-PAH, and soluble organic fraction of particulate matter) were characterized in engines utilizing duplicate ISO 8178-C1 eight-mode tests and FTP smoke tests. Certification No. 2 diesel (400 ppm sulfur) and three ethanol/diesel blends, containing 7.7 percent, 10 percent, and 15 percent ethanol, respectively, were used. The three, Tier II, off-road engines were 6.8-L, 8.1-L, and 12.5-L in displacement and each had differing fuel injection system designs. It was found that smoke and particulate matter emissions decreased with increasing ethanol content. Changes to the emissions of carbon monoxide and oxides of nitrogen varied with engine design, with some increases and some decreases. As expected, increasing ethanol concentration led to higher emissions of acetaldehyde (increases ranging from 27 to 139 percent). Benzene emissions were reduced by up to 50 percent with the ethanol-blended fuels. Emissions of 1,3-butadiene were also substantially decreased, with reductions ranging from 24 to 82 percent. Isolated trends were noted for certain PAHs. There was a decrease in 1-nitropyrene with use of ethanol in all cases. Particulate phase 1-nitropyrene was reduced from 18 to 62 percent. There was also a general increase in the proportion of heavy PAHs in the particulate phase with ethanol use, and although less pronounced, a general decrease in light PAHs in the particulate phase.

The goal of this program was to study the feasibility of operating a Detroit Diesel Series 149 engine at high speeds using a Coal-Water-Slurry (CWS) fuel. The CWS-fueled 149 engine is proposed for the mine-haul off-highway truck and work boat marine markets. Economic analysis studies indicate that, for these markets, the use of CWS fuel could have sufficient operating cost savings, depending upon the future diesel fuel price, emission control system capital and operating costs, and maintenance and overhaul costs. A major portion of the maintenance costs is expected to be due to lower life and higher cost of the CWS injectors. Injection and combustion systems were specially designed for CWS, and were installed in one cylinder of a Detroit Diesel 8V-149TI engine for testing. The objective was to achieve engine operation for sustained periods at speeds up to 1,900 rpm with reasonable fuel economy and coal burnout rate. A computer simulation predicted autoignition of coal fuel at 1,900 rpm would require an average droplet size of 18 microns and 19:1 compression ratio, so the injection system, and pistons were designed accordingly. The injection system was capable of supplying the required volume of CWS/injection with a duration of approximately 25 crank angle degrees and peak pressures on the order of 100 mpa. In addition to the high compression ratio, the combustion system also utilized hot residual gases in the cylinder, warm inlet air admission and ceramic insulated engine components to enhance combustion. Autoignition of CWS fuel was achieved at 1900 rpm, at loads ranging from 20--80 percent of the rated load of diesel-fuel powered cylinders. Limited emissions data indicates coal burnout rates in excess of 99 percent. NO{sub x} levels were significantly lower, while unburned hydrocarbon levels were higher for the CWS fueled cylinder than for corresponding diesel-fuel powered cylinders.

The early generation of the DELTA engine has been thoroughly tested and characterized in the virtual lab, during engine dynamometer testing, and on light duty trucks for personal transportation. This paper provides an up-to-date account of program findings. Further, the next generation engine design and future program plans will be briefly presented.

The influence of bowl offset on motored mean flow and turbulence in a direct injection dieselengine has been examined with the aid of a multi-dimensional flow code. Results are presented for three piston geometries. The bowl geometry of each piston was the same, while the offset between the bowl and the cylinder axis was varied from 0.0 to 9.6% of the bore. The swirl ratio at intake valve closing was also varied from 2.60 to 4.27. It was found that the angular momentum of the air at TDC was decreased by less than 8% when the bowl was offset. Nevertheless, the mean (squish and swirl) flows were strongly affected by the offset. In addition, the distribution of turbulent kinetic energy (predicted by the /delta/-e model) was modified. Moderate increases (10% or less) in mass averaged turbulence intensity at TDC with offset were observed.

by vehicles Â· designing and building a 100 MPG four-passenger, plug-in, diesel hybrid car Â· designing and wind, dieselengines, the mechanics and control of musculoskeletal systems, or solar and other renewable energy nanosatellite Â· investigating the dynamics and vortex wakes of rising and falling bodies Â· designing a wind farm

This paper presents a review of the Thermal DeNOx process with respect to its application to control of NOx emissions from dieselengines. The chemistry of the process is discussed first in empirical and then theoretical terms. Based on this discussion the possibilities of applying the process to controlling NOx emissions from dieselengines is considered. Two options are examined, modifying the requirements of the chemistry of the Thermal DeNOx process to suit the conditions provided by dieselengines and modifying the engines to provide the conditions required by the process chemistry. While the former examination did not reveal any promising opportunities, the latter did. Turbocharged dieselengine systems in which the turbocharger is a net producer of power seem capable of providing the conditions necessary for NOx reduction via the Thermal DeNOx reaction.

The objective of this program was to advance the fundamental understanding of thick thermal barrier coating (TTBC) systems for application to low heat rejection dieselengine combustion chambers. Previous reviews of thermal barrier coating technology concluded that the current level of understanding of coating system behavior is inadequate and the lack of fundamental understanding may impede the application of thermal barrier coating to dieselengines.(1) Areas of TTBC technology examined in this program include powder characteristics and chemistry; bond coating composition, coating design, microstructure and thickness as they affect properties, durability, and reliability; and TTBC "aging" effects (microstructural and property changes) under dieselengine operating conditions. Fifteen TTBC ceramic powders were evaluated. These powders were selected to investigate the effects of different chemistries, different manufacturing methods, lot-to-lot variations, different suppliers and varying impurity levels. Each of the fifteen materials has been sprayed using 36 parameters selected by a design of experiments (DOE) to determine the effects of primary gas (Ar and N2), primary gas flow rate, voltage, arc current, powder feed rate, carrier gas flow rate, and spraying distance. The deposition efficiency, density, and thermal conductivity of the resulting coatings were measured. A coating with a high deposition efficiency and low thermal conductivity is desired from an economic standpoint. An optimum combination of thermal conductivity and disposition efficiency was found for each lot of powder in follow-on experiments and disposition parameters were chosen for full characterization.(2) Strengths of the optimized coatings were determined using 4-point bending specimens. The tensile strength was determined using free-standing coatings made by spraying onto mild steel substrates which were subsequently removed by chemical etching. The compressive strengths of the coatings were determined using composite specimens of ceramic coated onto stainless steel substrates, tested with the coating in compression and the steel in tension. The strength of the coating was determined from an elastic bi-material analysis of the resulting failure of the coating in compression.(3) Altough initial comparisons of the materials would appear to be straight forward from these results, the results of the aging tests of the materials are necessary to insure that trends in properties remain after long term exposure to a diesel environment. Some comparisons can be made, such as the comparison between for lot-to-lot variation. An axial fatigue test to determine the high cycle fatigue behavior of TTBCs was developed at the University of Illinois under funding from this program.(4) A fatigue test apparatus has been designed and initial work performed which demonstrates the ability to provide a routine method of axial testing of coating. The test fixture replaces the normal load frame and fixtures used to transmit the hydraulic oil loading to the sample with the TTBC specimen itself. The TTBC specimen is a composite metal/coating with stainless steel ends. The coating is sprayed onto a mild steel center tube section onto which the stainless steel ends are press fit. The specimen is then machined. After machining, the specimen is placed in an acid bath which etches the mild steel away leaving the TTBC attached to the the stainless steel ends. Plugs are then installed in the ends and the composite specimen loaded in the test fixture where the hydraulic oil pressurizes each end to apply the load. Since oil transmits the load, bending loads are minimized. This test fixture has been modified to allow piston ends to be attached to the specimen which allows tensile loading as well as compressive loading of the specimen. In addition to the room temperature data, specimens have been tested at 800 Degrees C with the surprising result that at high temperature, the TTBC exhibits much higher fatigue strength. Testing of the TTBC using tension/compression cycling has been con

M. Brad Beardsley, Caterpillar Inc.; Dr. Darrell Socie, University of Illinois; Dr. Ed Redja, University of Illinois; Dr. Christopher Berndt, State University of New York at Stony Brook

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Dieselengine performance and emissions are strongly coupled with fuel atomization and spray processes, which in turn are strongly influenced by injector flow dynamics. Modern engines employ micro-orifices with different orifice designs. It is critical to characterize the effects of various designs on engine performance and emissions. In this study, a recently developed primary breakup model (KH-ACT), which accounts for the effects of cavitation and turbulence generated inside the injector nozzle is incorporated into a CFD software CONVERGE for comprehensive engine simulations. The effects of orifice geometry on inner nozzle flow, spray, and combustion processes are examined by coupling the injector flow and spray simulations. Results indicate that conicity and hydrogrinding reduce cavitation and turbulence inside the nozzle orifice, which slows down primary breakup, increasing spray penetration, and reducing dispersion. Consequently, with conical and hydroground nozzles, the vaporization rate and fuel air mixing are reduced, and ignition occurs further downstream. The flame lift-off lengths are the highest and lowest for the hydroground and conical nozzles, respectively. This can be related to the rate of fuel injection, which is higher for the hydroground nozzle, leading to richer mixtures and lower flame base speeds. A modified flame index is employed to resolve the flame structure, which indicates a dual combustion mode. For the conical nozzle, the relative role of rich premixed combustion is enhanced and that of diffusion combustion reduced compared to the other two nozzles. In contrast, for the hydroground nozzle, the role of rich premixed combustion is reduced and that of non-premixed combustion is enhanced. Consequently, the amount of soot produced is the highest for the conical nozzle, while the amount of NOx produced is the highest for the hydroground nozzle, indicating the classical tradeoff between them.

The automotive industry is currently struggling because of the increasingly stricter emissions standards that will take effect in the near future. Dieselengine emissions are of particular interest because they are still ...

In-cylinder blending of gasoline and diesel fuels to achieve low-temperature reactivity controlled compression ignition (RCCI) can reduce NOx and PM emissions while maintaining or improving brake thermal efficiency compared to conventional diesel combustion (CDC). Moreover, the dual-fueling RCCI is able to achieve these benefits by tailoring combustion reactivity over a wider range of engine operation than is possible with a single fuel. However, the currently demonstrated range of stable RCCI combustion just covers a portion of the engine speed-load range required in several light-duty drive cycles. This means that engines must switch from RCCI to CDC when speed and load fall outside of the stable RCCI range. In this study we investigated the impact of RCCI as it has recently been demonstrated on practical engine-out exhaust temperature and emissions by simulating a multi-mode RCCI-enabled vehicle operating over two urban and two highway driving cycles. To implement our simulations, we employed experimental engine maps for a multi-mode RCCI/CDC engine combined with a standard mid-size, automatic transmission, passenger vehicle in the Autonomie vehicle simulation platform. Our results include both detailed transient and cycle-averaged engine exhaust temperature and emissions for each case, and we note the potential implications of the modified exhaust properties on catalytic emissions control and utilization of waste heat recovery on future RCCI-enabled vehicles.

Diesel fuel Diesel fuel Jump to: navigation, search Dictionary.png Diesel fuel A liquid fuel produced from petroleum; used in dieselengines.[1] View on Wikipedia Wikipedia Definition Diesel oil and Gazole (fuel) redirect here. Sometimes "diesel oil" is used to mean lubricating oil for dieselengines. Diesel fuel in general is any liquid fuel used in dieselengines. The most common is a specific fractional distillate of petroleum fuel oil, but alternatives that are not derived from petroleum, such as biodiesel, biomass to liquid (BTL) or gas to liquid (GTL) diesel, are increasingly being developed and adopted. To distinguish these types, petroleum-derived diesel is increasingly called petrodiesel. Ultra-low-sulfur diesel (ULSD) is a standard for defining diesel fuel with substantially lowered sulfur contents. As of 2007, almost

engines Aftertreatment technology Diesel particulate filter Chemical speciation a b s t r a c t To meet by individual aftertreatment components using the same engine and fuel has been assessed and published engine emissions have made it necessary to implement exhaust aftertreat- ment technology to lower

Urea-selective catalytic reduction (SCR) catalysts are regarded as the leading NOx aftertreatment technology to meet the 2010 NOx emission standards for on-highway vehicles running on heavy-duty dieselengines. However, issues such as low NOx conversion at low temperature conditions still exist due to various factors, including incomplete urea thermolysis, inhibition of SCR reactions by hydrocarbons and H2O. We have observed a noticeable reduction in the standard SCR reaction efficiency at low temperature with increasing water content. We observed a similar effect when hydrocarbons are present in the stream. This effect is absent under fast SCR conditions where NO ~ NO2 in the feed gas. As a first step in understanding the effects of such inhibition on SCR reaction steps, kinetic models that predict the inhibition behavior of H2O and hydrocarbons on NO oxidation are presented in the paper. A one-dimensional SCR model was developed based on conservation of species equations and was coded as a C-language S-function and implemented in Matlab/Simulink environment. NO oxidation and NO2 dissociation kinetics were defined as a function of the respective adsorbate’s storage in the Fe-zeolite SCR catalyst. The corresponding kinetic models were then validated on temperature ramp tests that showed good match with the test data. Such inhibition models will improve the accuracy of model based control design for integrated DPF-SCR aftertreatment systems.

Urea-selective catalytic reduction (SCR) catalysts are regarded as the leading NOx aftertreatment technology to meet the 2010 NOx emission standards for on-highway vehicles running on heavy-duty dieselengines. However, issues such as low NOx conversion at low temperature conditions still exist due to various factors, including incomplete urea thermolysis, inhibition of SCR reactions by hydrocarbons and H2O. We have observed a noticeable reduction in the standard SCR reaction efficiency at low temperature with increasing water content. We observed a similar effect when hydrocarbons are present in the stream. This effect is absent under fast SCR conditions where NO ~ NO2 in the feed gas. As a first step in understanding the effects of such inhibition on SCR reaction steps, kinetic models that predict the inhibition behavior of H2O and hydrocarbons on NO oxidation are presented in the paper. A one-dimensional SCR model was developed based on conservation of species equations and was coded as a C-language S-function and implemented in Matlab/Simulink environment. NO oxidation and NO2 dissociation kinetics were defined as a function of the respective adsorbate’s storage in the SCR catalyst. The corresponding kinetic models were then validated on temperature ramp tests that showed good match with the test data.

This cooperative project was a joint development program between Eaton Corporation and Lockheed Martin Energy Research (LMER). Cooperative work was of benefit to both parties. ORNL was able to assess up-scale of the microwave nitridation process using a more intricate-shaped part designed for application in advanced dieselengines. Eaton Corporation mined access to microwave facilities and expertise for the nitridation of SRBSN materials. The broad objective of the CRADA established with Eaton Corporation and ORNL was to develop cost-effective silicon nitride ceramics compared to the current materials available. The following conclusions can be made from the work performed under the CRADA: (1) Demonstrated that the binder burnout step can be incorporated into the SRBSN processing in the microwave furnace. (2) Scale-up of the microwave nitridation process using Eaton Corporation parts showed that the nitridation weight gains were essentially identical to those obtained by conventional heating. (3) Combined nitridation and sintering processes using silicon nitride beads as packing powders results in degradation of the mechanical properties. (4) Gelcasting of silicon nitride materials using Eaton Si mixtures was demonstrated.

It is known that sulfur oxides contribute significantly and deleteriously to the overall performance of lean-burn dieselengine aftertreatment systems, especially in the case of NOx traps. A Ag-based, fast regenerable SO2 absorbent has been developed and will be described. Over a temperature range of 300oC to 550oC, it absorbs almost all of the SO2 in the simulated exhaust gases during the lean cycles and can be fully regenerated by the short rich cycles at the same temperature. Its composition has been optimized as 1 wt% Pt-5wt%Ag-SiO2, and the preferred silica source for the supporting material has been identified as inert Cabosil fumed silica. The thermal instability of Ag2O under fuel-lean conditions at 230oC and above makes it possible to fast regenerate the sulfur-loaded absorbent during the following fuel-rich cycles. Pt catalyst helps reducing Ag2SO4 during rich cycles at low temperatures. And the chemically inert fumed SiO2 support gives the absorbent long term stability. This absorbent shows great potential to work under the same lean-rich cycling conditions as those imposed on the NOx traps, and thus, can protect the downstream particulate filter and the NOx trap from sulfur poisoning.

The purpose of the work summarized in this report was to obtain a basic understanding of the factors which are responsible for wear of the piston ring and cylinder wall surfaces in dieselengines utilizing coal-fuel. The approach included analytical studies using scanning electron microscopy and energy dispersive x-ray analyses to characterize coal-fuel and various combustion particles, and two different wear tests. The wear tests were a modified pin-on-disk test and a block-on-ring test capable of either unidirectional or reciprocating-rotational sliding. The wear tests in general were conducted with mixtures of the particles and lubricating oil. The particles studied included coal-fuel, particles resulting from the combustion of coal fuel, mineral matter extracted during the processing of coal, and several other common abrasive particle types among which quartz was the most extensively examined. The variables studied included those associated with the particles, such as particle type, size, and hardness; variables related to contact conditions and the surrounding environment; and variables related to the type and properties of the test specimen materials.

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The study was to investigate in-cylinder events of a direct injection-type dieselengine by using a new high-speed infrared (IR) digital imaging systems for obtaining information that was difficult to achieve by the conventional devices. For this, a new high-speed-dual-spectra infrared digital imaging system was developed to simultaneously capture two geometrically identical (in respective spectral) sets of IR images having discrete digital information in a (64x64) matrix at rates as high as over 1,800 frames/sec each with exposure period as short as 20 usec. At the same time, a new advanced four-color IR imaging system was constructed. The first two sets of spectral data were the radiation from water vapor emission bands to compute the distributions of temperature and specie in the gaseous mixture and the remaining two sets of data were to find the instantaneous temperature distribution over the cylinder surface. More than eight reviewed publications have been produced to report many new findings including: Distributions of Water Vapor and Temperature in a Flame; End Gas Images Prior to Onset of Knock; Effect of MTBE on Diesel Combustion; Impact of Oxygen Enrichment on In-cylinder Reactions; Spectral IR Images of Spray Plume; Residual Gas Distribution; Preflame Reactions in Diesel Combustion; Preflame Reactions in the End Gas of an SI Engine; Postflame Oxidation; and Liquid Fuel Layers during Combustion in an SI Engine. In addition, some computational analysis of diesel combustion was performed using KIVA-II program in order to compare results from the prediction and the measurements made using the new IR imaging diagnostic tool.

In cellular networks it is the mobile node's responsibility to update the network about its location change, especially when this one enters idle mode. We developed a new framework [8] where the idle interface is powered-off to save energy and thus could ... Keywords: MIH services, idle/active mode, location-update, proxied interface, proxied multi-radio interface, proxy entity

The objectives of the program are to assess the feasibility and operating characteristics of the following high compression, spark ignition (or self ignition), stratified charge (or diesel) engine configuration: compression ratio: 16; open chember; direct fuel injection; unthrottled operation; 615 cc/cylinder; explored speed range 1000 to 4000 rpm (expected practical range 600 to 6000 rpm); fuels: ethanol-diesel mixtures; spark ignition (stratified charge) or self ignition (diesel), to continue the development and the testing of physical and numerical aspects of multi-dimensional combustion models in order to assess and improve their accuracy and to reduce their computation time, and to contribute to the achievement of a more fundamental and detailed understanding, characterization, and command of the processes wich control efficiency and emissions in internal combustion engines. Progress to date includes: engine modifications to obtain a transparent-piston, transparent-head configuration have been implemented; a gaseous fuel injection system has been designed, built, and operated; shadowgraph records of engine combustion have been obtained; a LDV system for in-cylinder gas velocity measurements has been selected; progress has been made toward measuring in-cylinder pressure, temperature, and composition for complete characterization of the charge; modeling of unsteady gaseous jets has yielded results which match asymptotically known steady state solutions; comparison with unsteady, two-dimensional bomb flames has yielded general scaling procedures for the computation of laminar flames; studies toward modeling of thick sprays have continued; DISC and other technical meetings have been attended and the results of the program made known to researchers and automotive industries; a very promising technique to apply television to unsteady events with short characteristic time (< 30 ms) has been developed and applied to obtain records of engine flames.

The performance of a single-cylinder, direct-injection dieselengine was measured with intake oxygen levels of up to 35% and fuel water contents of up to 20%. Because a previous study indicated that the use of a less-expensive fuel would be more economical, two series of tests with No. 4 diesel fuel and No. 2 diesel fuel were conducted. To control the emissions of nitrogen oxides (NO{sub x}), water was introduced into the combustion process in the form of water-emulsified fuel, or the fuel injection timing was retarded. In the first series of tests, compressed oxygen was used; in the second series of tests, a hollow-tube membrane was used. Steady-state engine performance and emissions data were obtained. Test results indicated a large increase in engine power density, a slight improvement in thermal efficiency, and significant reductions in smoke and particulate-matter emissions. Although NO{sub x} emissions increased, they could be controlled by introducing water and retarding the injection timing. The results further indicated that thermal efficiency is slightly increased when moderately water-emulsified fuels are used, because a greater portion of the fuel energy is released earlier in the combustion process. Oxygen-enriched air reduced the ignition delay and caused the heat-release rate and cumulative heat-release rates to change measurably. Even at higher oxygen levels, NO{sub x} emissions decreased rapidly when the timing was retarded, and the amount of smoke and the level of particulate-matter emissions did not significantly increase. The single-cylinder engine tests confirmed the results of an earlier technical assessment and further indicated a need for a low-pressure-drop membrane specifically designed for oxygen enrichment. Extension data set indexed separately. 14 refs.

Plasmatron reformers can provide attractive means for conversion of diesel fuel into hydrogen rich gas. The hydrogen rich gas can be used for improved NOx trap technology and other aftertreatment applications.

Thousands of megawatts of emergency generation provide backup power to industry and businesses in the United States and Canada. Typically, individual size is relatively small, ranging from 100 kW to 2000 kW. Most are diesel-fueled generators. Diesel generators are generally the low-cost option. Their application also allows compliance with regulatory requirements for on-site fuel storage. Use of these generators other than for emergency power is coming under increased scrutiny by environmental regulatory...

Contamination of the lube-oil with hard abrasive particles leads to a three-body abrasive wear mechanism that highly accelerates piston ring/cylinder liner wear in coal-fueled dieselengines. One approach to reducing that wear is to modify the size and orientation of surface asperities on the cylinder to enhance the formation of a hydrodynamic film, and to provide avenues of escape for particles that would otherwise be trapped in the wear zone. Another approach is to introduce additives into the contaminated lube-oil that further enhance hydrodynamic film formation, form chemical films on the wearing surfaces, or form films on the contaminant particles. This work focuses on defining the effects of cylinder liner surface finish, various configurations of slots in the cylinder liner surface, and various additives in the contaminated lube-oil on the wear process. Wear tests were initiated in a bench apparatus using coal-ash contaminated lube-oil to test the various wear configurations. The results of these tests indicate that the formation of a hydrodynamic film between the ring and cylinder specimens is enhanced by increasing surface roughness, and by orienting the surface asperities normal to the direction of ring travel but modifications to the cylinder liner surface did not greatly reduce the wear rate. Additives to the lubricant seemed to have a much more significant effect on wear, with a dispersant additive highly accelerating the wear, while a detergent additive was able to reduce the wear almost to the rate achieved where there was no contaminant.

Cummins Inc., in partnership with the Department of Energy, has developed technology for a new highly efficient, very low emission, dieselengine for light trucks and sport utility vehicles. This work began in April 1997, and started with very aggressive goals for vehicles in the 5751 to 8500 pound GCW weight class. The primary program goals were as follows: (1) EMISSIONS -- NOx = 0.50 g/mi; PM = 0.05 g/mi; CO = 2.8 g/mi; and NMHC = 0.07 g/mi. California decided to issue new and even tougher LEV II light truck regulations late in 1999. EPA also issued its lower Tier 2 regulations late in 2000. The net result was that the targets for this dieselengine project were lowered, and these goals were eventually modified by the publication of Federal Tier 2 emission standards early in 2000 to the following: NOx = 0.07 g/mi; and PM = 0.01 g/mi. (2) FUEL ECONOMY -- The fuel economy goal was 50 percent MPG improvement (combined city/highway) over the 1997 gasoline powered light truck or sport utility vehicle in the vehicle class for which this dieselengine is being designed to replace. The goal for fuel economy remained at 50 percent MPG improvement, even with the emissions goal revisions. (3) COOPERATIVE DEVELOPMENT -- Regular design reviews of the engine program will be conducted with a vehicle manufacturer to insure that the concepts and design specifics are commercially feasible. (DaimlerChrysler has provided Cummins with this design review input.) Cummins has essentially completed a demonstration of proof-of-principle for a dieselengine platform using advanced combustion and fuel system technologies. Cummins reported very early progress in this project, evidence that new dieselengine technology had been developed that demonstrated the feasibility of the above emissions goals. Emissions levels of NOx = 0.4 g/mi and PM = 0.06 g/mi were demonstrated for a 5250 lb. test weight vehicle with passive aftertreatment only. These results were achieved using the full chassis dynamometer FTP-75 test procedure that allowed compliance with the Tier 2 Interim Bin 10 Standards and would apply to vehicles in MY2004 through MY2007 timeframe. In further technology development with active aftertreatment management, Cummins has been able to report that the emissions goals for the Tier 2 Bin 5 standards were met on an engine running the full FTP-75 test procedure. The fuel economy on the chassis tests was measured at over 59 percent MPG improvement over the gasoline engines that are offered in typical SUVs and light trucks. The above demonstration used only in-cylinder fueling for management of the aftertreatment system.

Cummins Inc., in partnership with the Department of Energy, has developed technology for a new highly efficient, very low emission, dieselengine for light trucks and sport utility vehicles. This work began in April 1997, and started with very aggressive goals for vehicles in the 5751 to 8500 pound GCW weight class. The primary program goals were as follows: (1) EMISSIONS--NO{sub x} = 0.50 g/mi; PM = 0.05 g/mi; CO = 2.8 g/mi; and NMHC = 0.07 g/mi. California decided to issue new and even tougher LEV II light truck regulations late in 1999. EPA also issued its lower Tier 2 regulations late in 2000. The net result was that the targets for this dieselengine project were lowered, and these goals were eventually modified by the publication of Federal Tier 2 emission standards early in 2000 to the following: NO{sub x} = 0.07 g/mi; and PM = 0.01 g/mi. (2) FUEL ECONOMY--The fuel economy goal was 50 percent MPG improvement (combined city/highway) over the 1997 gasoline powered light truck or sport utility vehicle in the vehicle class for which this dieselengine is being designed to replace. The goal for fuel economy remained at 50 percent MPG improvement, even with the emissions goal revisions. (3) COOPERATIVE DEVELOPMENT--Regular design reviews of the engine program will be conducted with a vehicle manufacturer to insure that the concepts and design specifics are commercially feasible. (DaimlerChrysler has provided Cummins with this design review input.) Cummins has essentially completed a demonstration of proof-of-principle for a dieselengine platform using advanced combustion and fuel system technologies. Cummins reported very early progress in this project, evidence that new dieselengine technology had been developed that demonstrated the feasibility of the above emissions goals. Emissions levels of NOx = 0.4 g/mi and PM = 0.06 g/mi were demonstrated for a 5250 lb. test weight vehicle with passive aftertreatment only. These results were achieved using the full chassis dynamometer FTP-75 test procedure that allowed compliance with the Tier 2 Interim Bin 10 Standards and would apply to vehicles in MY2004 through MY2007 timeframe. In further technology development with active aftertreatment management, Cummins has been able to report that the emissions goals for the Tier 2 Bin 5 standards were met on an engine running the full FTP-75 test procedure. The fuel economy on the chassis tests was measured at over 59 percent MPG improvement over the gasoline engines that are offered in typical SUVs and light trucks. The above demonstration used only in-cylinder fueling for management of the aftertreatment system.

Cummins Inc., in partnership with the Department of Energy, has developed technology for a new highly efficient, very low emission, dieselengine for light trucks and sport utility vehicles. This work began in April 1997, and started with very aggressive goals for vehicles in the 5751 to 8500 pound GCW weight class. The primary program goals were as follows: (1) EMISSIONS NOx = 0.50 g/mi PM = 0.05 g/mi CO = 2.8 g/mi NMHC = 0.07 g/mi California decided to issue new and even tougher LEV II light truck regulations late in 1999. EPA also issued its lower Tier 2 regulations late in 2000. The net result was that the targets for this dieselengine project were lowered, and these goals were eventually modified by the publication of Federal Tier 2 emission standards early in 2000 to the following: NOx = 0.07 g/mi PM = 0.01 g/mi (2) FUEL ECONOMY The fuel economy goal was 50 percent MPG improvement (combined city/highway) over the 1997 gasoline powered light truck or sport utility vehicle in the vehicle class for which this dieselengine is being designed to replace. The goal for fuel economy remained at 50 percent MPG improvement, even with the emissions goal revisions. (3) COOPERATIVE DEVELOPMENT Regular design reviews of the engine program will be conducted with a vehicle manufacturer to insure that the concepts and design specifics are commercially feasible. (DaimlerChrysler has provided Cummins with this design review input.) Cummins has essentially completed a demonstration of proof-of-principle for a dieselengine platform using advanced combustion and fuel system technologies. Cummins reported very early progress in this project, evidence that new dieselengine technology had been developed that demonstrated the feasibility of the above emissions goals. Emissions levels of NOx = 0.4 g/mi and PM = 0.06 g/mi were demonstrated for a 5250 lb. test weight vehicle with passive aftertreatment only. These results were achieved using the full chassis dynamometer FTP-75 test procedure that allowed compliance with the Tier 2 Interim Bin 10 Standards and would apply to vehicles in MY2004 through MY2007 timeframe. In further technology development with active aftertreatment management, Cummins has been able to report that the emissions goals for the Tier 2 Bin 5 standards were met on an engine running the full FTP-75 test procedure. The fuel economy on the chassis tests was measured at over 59 percent MPG improvement over the gasoline engines that are offered in typical SUVs and light trucks. The above demonstration used only in-cylinder fueling for management of the aftertreatment system.

This paper examines the hydrocarbon (C{sub 1}/NO{sub x} ratio) and electrical energy density (ratio of power to exhaust flow rate) requirements in the plasma during plasma-assisted catalytic reduction of NO{sub x}. The requirements for treatment of NO{sub x} in heavy-duty and light-duty dieselengines are compared. It is shown that, for light-duty applications, the plasma can significantly enhance the catalytic reduction of NO{sub x} with little fuel penalty incurred in the plasma process.

It is advantageous to increase the specific power output of dieselengines and to operate them at higher load for a greater portion of a driving cycle to achieve better thermal efficiency and thus reduce vehicle fuel consumption. Such operation is limited by excessive smoke formation at retarded injection timing and high rates of cylinder pressure rise at more advanced timing. Given this window of operation, it is desired to understand the influence of fuel properties such that optimum combustion performance and emissions can be retained over the range of fuels commonly available in the marketplace. It has been shown in previous studies that varying cetane number (CN) of diesel fuel has little effect on ignition delay at high engine load due to the domination of high cylinder temperature on ignition kinetics. The work here experimentally confirms that finding but also shows that emissions and combustion performance vary according to fuel reactivity. Data are examined from a direct-injection single cylinder research engine for eight common diesel fuels including soy-based biodiesel blends at two high load operating points with no exhaust gas recirculation (EGR) and at a moderate load with four levels of EGR. It is shown in the work that at high engine load where combustion is controlled by mixing processes, CN and other fuel properties have little effect on engine performance, although lower CN fuels produce a small increase in noise, smoke and CO emissions. Biodiesel blends increase NOX emissions and decreases CO and smoke emissions at high load, but otherwise have little effect on performance. At moderate load, higher CN fuels are more tolerant to EGR due to their better chemical reactivity at retarded injection timing, but all fuels produce comparable thermal efficiency at advanced combustion phasing regardless of EGR. In contrast to the high load conditions, there was no increase in NOX emissions for biodiesel at the moderate load condition. It is concluded that although higher CN does not significantly alter ignition delay at moderate to high loads it has a dominant influence on the acceptable injection timing range. Apart from CN effects, fuel oxygen content plays an independent role in reducing some emissions. It is therefore recommended that compensation for fuel ignitability and oxygen content be included in combustion control strategies to optimize emissions and performance of future dieselengines.

Performance data for dieselengine-generator sets was collected to aid an analysis of the electric power system being conducted by an offsite consultant. Diesels in three different services were studied: emergency power (GM) diesels, 903 fan backup diesels and the Caterpillar diesels that power the dc motors for the D/sub 2/O pumps. It was convenient to collect data for the ECS booster pump diesel at the same time, even though it is not part of the electric power system. The results are published here to make them more widely available.

The WESF Backup Generator Underground Diesel Tank 101 has been replaced with a new above ground 1000 gallon diesel tank. Following the tank installation, inspections and tests specified in the Operational Test Procedure, WHC-SD-WM-OTP-155, were performed. Inspections performed by a Quality Control person indicated the installation was leak free and the diesel generator/engine ran as desired. There were no test and inspection exceptions, therefore, the diesel tank installation is operable.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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The oxidative aging of the semivolatile fraction of diesel exhaust aerosol is studied in order to better understand the influence of oxidation reactions on particle chemical composition. Exhaust is sampled from an idling ...

Long-haul trucks idling overnight consume more than 838 million gallons (20 million barrels) of fuel annually. Idling also emits pollutants. Truck drivers idle their engines primarily to (1) heat or cool the cab and/or sleeper, (2) keep the fuel warm in winter, and (3) keep the engine warm in the winter so that the engine is easier to start. Alternatives to overnight idling could save much of this fuel, reduce emissions, and cut operating costs. Several fuel-efficient alternatives to idling are available to provide heating and cooling: (1) direct-fired heater for cab/sleeper heating, with or without storage cooling; (2) auxiliary power units; and (3) truck stop electrification. Many of these technologies have drawbacks that limit market acceptance. Options that supply electricity are economically viable for trucks that are idled for 1,000-3,000 or more hours a year, while heater units could be used across the board. Payback times for fleets, which would receive quantity discounts on the prices, would be somewhat shorter.

This paper expands the consideration of the factors affecting the nanostructure and oxidative reactivity of diesel soot to include the impact of exhaust gas recirculation (EGR). Past work showed that soot derived from oxygenated fuels such as biodiesel carries some surface oxygen functionality and thereby possesses higher reactivity than soot from conventional diesel fuel. In this work, results show that EGR exerts a strong influence on the physical properties of the soot which leads to enhanced oxidation rate. HRTEM images showed a dramatic difference between the burning modes of the soot generated under 0 and 20% EGR. The soot produced under 0% EGR strictly followed an external burning mode with no evidence of internal burning. In contrast, soot generated under 20% EGR exhibited dual burning modes: slow external burning and rapid internal burning. The results demonstrate clearly that highly reactive soot can be achieved by manipulating the physical properties of the soot via EGR. (author)

This paper investigates the effect of E85 on load expansion and FTP modal point emissions indices under reactivity controlled compression ignition (RCCI) operation on a light-duty multi-cylinder dieselengine. A General Motors (GM) 1.9L four-cylinder dieselengine with the stock compression ratio of 17.5:1, common rail diesel injection system, high-pressure exhaust gas recirculation (EGR) system and variable geometry turbocharger was modified to allow for port fuel injection with gasoline or E85. Controlling the fuel reactivity in-cylinder by the adjustment of the ratio of premixed low-reactivity fuel (gasoline or E85) to direct injected high reactivity fuel (diesel fuel) has been shown to extend the operating range of high-efficiency clean combustion (HECC) compared to the use of a single fuel alone as in homogeneous charge compression ignition (HCCI) or premixed charge compression ignition (PCCI). The effect of E85 on the Ad-hoc federal test procedure (FTP) modal points is explored along with the effect of load expansion through the light-duty diesel speed operating range. The Ad-hoc FTP modal points of 1500 rpm, 1.0bar brake mean effective pressure (BMEP); 1500rpm, 2.6bar BMEP; 2000rpm, 2.0bar BMEP; 2300rpm, 4.2bar BMEP; and 2600rpm, 8.8bar BMEP were explored. Previous results with 96 RON unleaded test gasoline (UTG-96) and ultra-low sulfur diesel (ULSD) showed that with stock hardware, the 2600rpm, 8.8bar BMEP modal point was not obtainable due to excessive cylinder pressure rise rate and unstable combustion both with and without the use of EGR. Brake thermal efficiency and emissions performance of RCCI operation with E85 and ULSD is explored and compared against conventional diesel combustion (CDC) and RCCI operation with UTG 96 and ULSD.

Higher fuel economy targets and hybrid vehicles are increasing the marketability of dieselengines. But in order to implement the growth of diesels to achieve the fuel economy benefits, all emission regulation issues must be met. To do this traps and catalysts are being utilized. One of the main problems is finding a technology that enables the exhaust emission system to not only meet the emission requirements when new, but also to meet them at the regulated intermediate and full life requirements. Work is being done that enables catalysts to remain highly efficient throughout their full life. It is done by using a corona discharge device (CDD{trademark}) that introduces non-thermal plasma into the exhaust ahead of the converter. This low power device creates radicals that alter the chemistry of the exhaust so as to limit the poisoning of the catalyst. This can be done without so called ''purge'' cycles that lower fuel economy and degrade catalyst long-term durability. This device has been developed, not as a laboratory tool, but as a production ready product and is the first of its kind that is commercially available for testing. It is this product, the Corona Discharge Device, CDD{trademark}, which will be described.

The research carried out on this project developed experimentally validated Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF), and Selective Catalytic Reduction (SCR) high?fidelity models that served as the basis for the reduced order models used for internal state estimation. The high?fidelity and reduced order/estimator codes were evaluated by the industrial partners with feedback to MTU that improved the codes. Ammonia, particulate matter (PM) mass retained, PM concentration, and NOX sensors were evaluated and used in conjunction with the estimator codes. The data collected from PM experiments were used to develop the PM kinetics using the high?fidelity DPF code for both NO2 assisted oxidation and thermal oxidation for Ultra Low Sulfur Fuel (ULSF), and B10 and B20 biodiesel fuels. Nine SAE papers were presented and this technology transfer process should provide the basis for industry to improve the OBD and control of urea injection and fuel injection for active regeneration of the PM in the DPF using the computational techniques developed. This knowledge will provide industry the ability to reduce the emissions and fuel consumption from vehicles in the field. Four MS and three PhD Mechanical Engineering students were supported on this project and their thesis research provided them with expertise in experimental, modeling, and controls in aftertreatment systems.

This final report summarizes work accomplished in the Program from January 1, 2001 through December 31, 2004. Most of the key technical objectives for this program were achieved. A breakthrough material system has lead to the development of an OTM (oxygen transport membrane) compact planar reactor design capable of producing either syngas or hydrogen. The planar reactor shows significant advantages in thermal efficiency and a step change reduction in costs compared to either autothermal reforming or steam methane reforming with CO{sub 2} recovery. Syngas derived ultra-clean transportation fuels were tested in the Nuvera fuel cell modular pressurized reactor and in International Truck and Engine single cylinder test engines. The studies compared emission and engine performance of conventional base fuels to various formulations of ultra-clean gasoline or diesel fuels. A proprietary BP oxygenate showed significant advantage in both applications for reducing emissions with minimal impact on performance. In addition, a study to evaluate new fuel formulations for an HCCI engine was completed.

When drilling contracts first began to disappear, many contractors prepared rigs for what they believed would be a short-term inactive situation. This article reports that following the utilization rate's plunge, it has become apparent that for many units, the stacked mode is to be a long-term affair. The quality of maintenance performed on a stacked drilling rig is critical to the future of the rig, and in some cases, the contractor who owns it. The most important variable involved in adequately maintaining a rig is the number of skilled personnel to operate and care for the equipment on a regular basis. Due to the prohibitive cost of keeping an idle rig manned, many rigs are going without proper care. A drilling contractor's decision, especially if he is financially over-extended, to refrain from performing vital maintenance is often made with short-term corporate survival in mind.

Team Receives DOE Award for Groundbreaking Diesel Fuel Spray Research Team Receives DOE Award for Groundbreaking Diesel Fuel Spray Research Jin Wang, Chris Powell, Yong Yue, and Steve Ciatti Recent DOE Award winners, (L-R) Jin Wang, Chris Powell, Yong Yue, and Steve Ciatti, stand in front of their fuel spray injection chamber. Using the synchrotron beam at the APS, the team is able to probe the fuel spray and study the process of combustion. A team of Argonne scientists (Jin Wang, Steve Ciatti, Chris Powell, and Yong Yue) recently won the 2002 National Laboratory Combustion and Emissions Control R&D Award for groundbreaking work in diesel fuel sprays. For the first time ever, the team used x-rays to penetrate through gasoline and diesel sprays and made detailed measurements of fuel injection systems for dieselengines. This technology uncovered a previously unknown

Reusing code is a well-known Software Engineering practice to substantially increase the efficiency of code production, as well as to reduce errors and debugging time. A variety of "Web Tools" for the analysis and display of raw and analyzed physics data are in use on NSTX [1], and new ones can be produced quickly from existing IDL [2] code. A Web Tool with only a few inputs, and which calls an IDL routine written in the proper style, can be created in less than an hour; more typical Web Tools with dozens of inputs, and the need for some adaptation of existing IDL code, can be working in a day or so. Efficiency is also increased for users of Web Tools because o f the familiar interface of the web browser, and not needing X-windows, accounts, passwords, etc. Web Tools were adapted for use by PPPL physicists accessing EAST data stored in MDSplus with only a few man-weeks of effort; adapting to additional sites should now be even easier. An overview of Web Tools in use on NSTX, and a list of the most useful features, is also presented.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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Diesel Power: Diesel Power: Clean Vehicles for Tomorrow July 2010 VEHICLE TECHNOLOGIES PROGRAM Prepared for the U.S. Department of Energy Vehicle Technologies Program The dieselengine has changed significantly over the last quarter-century, in terms of technology and performance. For this reason, the U.S. Department of Energy (DOE) has created this series of documents about the history of the dieselengine, its current uses in transportation vehicles,

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "diesel engine idling" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
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Two-dimensional (2-D) laser-sheet imaging has been used to examine the soot and liquid-phase fuel distributions in a newly designed, optically accessible, direct-injection Dieselengine of the heavy-duty size class. The design of this engine preserves the intake port geometry and basic dimensions of a Cummins N-series production engine. It also includes several unique features to provide considerable optical access. Liquid-phase fuel and soot distribution studies were conducted at a medium speed (1,200 rpm) using a Cummins closed-nozzle fuel injector. The scattering was used to obtain planar images of the liquid-phase fuel distribution. These images show that the leading edge of the liquid-phase portion of the fuel jet reaches a maximum length of 24 mm, which is about half the combustion bowl radius for this engine. Beyond this point virtually all the fuel has vaporized. Soot distribution measurements were made at a high load condition using three imaging diagnostics: natural flame luminosity, 2-D laser-induced incandescence, and 2-D elastic scattering. This investigation showed that the soot distribution in the combusting fuel jet develops through three stages. First, just after the onset of luminous combustion, soot particles are small and nearly uniformly distributed throughout the luminous region of the fuel jet. Second, after about 2 crank angle degrees a pattern develops of a higher soot concentration of larger sized particles in the head vortex region of the jet and a lower soot concentration of smaller sized particles upstream toward the injector. Third, after fuel injection ends, both the soot concentration and soot particle size increase rapidly in the upstream portion of the fuel jet.

The original plan for the project involved design modifications to an existing system to enhance its performance and increase the limit of power that was achieved by the original design and to apply the higher performance product to the full sized engine and test its performance. The new system would also be applied to a different engine model. The specific work would include the redesign of gas injectors, piston configurations and two types of igniters, engine instrumentation, monitoring and testing.

The goal of the work performed during the contract period was to establish the ability to study soot and NO within the combustion chamber of a DI Dieselengine and to couple these measurements with actual exhaust emissions. This work was motivated by the need to obtain a more complete understanding of the particulate/NO{sub X} trade-off, observed in Dieselengines, to aid engine designers in meeting emissions limits. In order to achieve the desired goal, an optically accessible DI Dieselengine was designed and constructed. Also, planar imaging methods for imaging soot and NO were developed in laboratory flames and were then applied to the engine. For the study of soot, planar Mie scattering was used and a polarization ratio method was investigated to distinguish soot from fuel droplets. The Mie scattering technique proved to be well suited for the engine, and extensive results were obtained. In order to observe NO, planar laser induced fluorescence was used and it was successfully applied in the engine. In addition to these techniques, high speed combustion photography and shadowgraph photography were applied to obtain general characteristics of the combustion process. As a final diagnostic, actual engine emissions were measured. This report begins with a brief discussion of the problem under investigation and a summary of other studies of the NO{sub x}/particulate trade-off. Following these sections is a summary of the accomplishments and results from the present study. Finally, detailed results are presented through the six technical papers which were written during the contract period; these papers are appended to the report.

The nine CRC fuels for advanced combustion engines (FACE fuels) have been evaluated in a simple, premixed HCCI engine under varying conditions of fuel rate, air-fuel ratio, and intake temperature. Engine performance was found to vary mainly as a function of combustion phasing as affected by fuel cetane and engine control variables. The data was modeled using statistical techniques involving eigenvector representation of the fuel properties and engine control variables, to define engine response and allow optimization across the fuels for best fuel efficiency. In general, the independent manipulation of intake temperature and air-fuel ratio provided some opportunity for improving combustion efficiency of a specific fuel beyond the direct effect of targeting the optimum combustion phasing of the engine (near 5 CAD ATDC). High cetane fuels suffer performance loss due to easier ignition, resulting in lower intake temperatures, which increase HC and CO emissions and result in the need for more advanced combustion phasing. The FACE fuels also varied in T90 temperature and % aromatics, independent of cetane number. T90 temperature was found to have an effect on engine performance when combined with high centane, but % aromatics did not, when evaluated independently of cetane and T90.

Each intercity long-haul truck in the U.S. idles approximately 1,800 hrs per year, primarily for sleeper cab hotel loads. Including workday idling, over 2 billion gallons of fuel are used annually for truck idling. NREL's CoolCab project works closely with industry to design efficient thermal management systems for long-haul trucks that keep the cab comfortable with minimized engineidling and fuel use. The impact of thermal load reduction technologies on idle reduction systems were characterized by conducting thermal soak tests, overall heat transfer tests, and 10-hour rest period A/C tests. Technologies evaluated include advanced insulation packages, a solar reflective film applied to the vehicle's opaque exterior surfaces, a truck featuring both film and insulation, and a battery-powered A/C system. Opportunities were identified to reduce heating and cooling loads for long-haul truck idling by 36% and 34%, respectively, which yielded a 23% reduction in battery pack capacity of the idle-reduction system. Data were also collected for development and validation of a CoolCalc HVAC truck cab model. CoolCalc is an easy-to-use, simplified, physics-based HVAC load estimation tool that requires no meshing, has flexible geometry, excludes unnecessary detail, and is less time-intensive than more detailed computer-aided engineering modeling approaches.

An experimental study was performed to provide the combustion and emission characteristics resulting from fuel-reactivity controlled compression ignition (RCCI) combustion mode utilizing dual-fuel approach in a light-duty, multi-cylinder dieselengine. In-cylinder fuel blending using port fuel injection of gasoline before intake valve opening (IVO) and early-cycle, direct injection of diesel fuel was used as the charge preparation and fuel blending strategy. In order to achieve the desired auto-ignition quality through the stratification of the fuel-air equivalence ratio ( ), blends of commercially available gasoline and diesel fuel were used. Engine experiments were performed at an engine speed of 2300rpm and an engine load of 4.3bar brake mean effective pressure (BMEP). It was found that significant reduction in both nitrogen oxide (NOx) and particulate matter (PM) was realized successfully through the RCCI combustion mode even without applying exhaust gas recirculation (EGR). However, high carbon monoxide (CO) and hydrocarbon (HC) emissions were observed. The low combustion gas temperature during the expansion and exhaust processes seemed to be the dominant source of high CO emissions in the RCCI combustion mode. The high HC emissions during the RCCI combustion mode could be due to the increased combustion quenching layer thickness as well as the -stratification at the periphery of the combustion chamber. The slightly higher brake thermal efficiency (BTE) of the RCCI combustion mode was observed than the other combustion modes, such as the conventional diesel combustion (CDC) mode, and single-fuel, premixed charge compression ignition (PCCI) combustion mode. The parametric study of the RCCI combustion mode revealed that the combustion phasing and/or the peak cylinder pressure rise rate of the RCCI combustion mode could be controlled by several physical parameters premixed ratio (rp), intake swirl intensity, and start of injection (SOI) timing of directly injected fuel unlike other low temperature combustion (LTC) strategies.

X-ray radiography has been used to examine the dependence of the near-nozzle fuel distribution of diesel sprays on injection pressure and ambient density. Measurements of sprays from two nozzles with different geometries, one extensively hydroground and the other largely non-hydroground, have been obtained to show how nozzles of different geometries respond to changes in ambient density and rail pressure. The spray penetration near the nozzle demonstrates little dependence on ambient density but a strong dependence on rail pressure. Comparison of these results with standard correlations in the literature show that, in the near-nozzle region examined in this study, the penetration is expected to show little dependence on ambient density. The spray width becomes much larger for both nozzles as the ambient density increases. Rescaling the axial position by the square root of the density ratio between the fuel and the ambient gas accounts for the trends in spray width with ambient density for both nozzles. The radiography data can also be examined to determine the relative trends in the steady-state, mass-averaged axial velocity of the spray. The velocity decays more rapidly with axial distance as the ambient density increases. Rescaling the axial position also accounts for the trend of velocity decay with ambient pressure.

X-ray radiography has been used to examine the dependence of the near-nozzle fuel distribution of diesel sprays on injection pressure and ambient density. Measurements of sprays from two nozzles with different geometries, one extensively hydroground and the other largely non-hydroground, have been obtained to show how nozzles of different geometries respond to changes in ambient density and rail pressure. The spray penetration near the nozzle demonstrates little dependence on ambient density but a strong dependence on rail pressure. Comparison of these results with standard correlations in the literature show that, in the near-nozzle region examined in this study, the penetration is expected to show little dependence on ambient density. The spray width becomes much larger for both nozzles as the ambient density increases. Rescaling the axial position by the square root of the density ratio between the fuel and the ambient gas accounts for the trends in spray width with ambient density for both nozzles. The radiography data can also be examined to determine the relative trends in the steady-state, mass-averaged axial velocity of the spray. The velocity decays more rapidly with axial distance as the ambient density increases. Rescaling the axial position also accounts for the trend of velocity decay with ambient pressure.

The original DAMP (DAta Manipulation Program) was written by Mark Hedemann of Sandia National Laboratories and used the CA-DISSPLA{trademark} (available from Computer Associates International, Inc., Garden City, NY) graphics package as its engine. It was used to plot, modify, and otherwise manipulate the one-dimensional data waveforms (data vs. time) from a wide variety of accelerators. With the waning of CA-DISSPLA and the increasing popularity of Unix(reg sign)-based workstations, a replacement was needed. This package uses the IDL(reg sign) software, available from Research Systems Incorporated, a Xerox company, in Boulder, Colorado, as the engine, and creates a set of widgets to manipulate the data in a manner similar to the original DAMP and earlier versions of xdamp. IDL is currently supported on a wide variety of Unix platforms such as IBM(reg sign) workstations, Hewlett Packard workstations, SUN(reg sign) workstations, Microsoft(reg sign) Windows{trademark} computers, Macintosh(reg sign) computers and Digital Equipment Corporation VMS(reg sign) and Alpha(reg sign) systems. Thus, xdamp is portable across many platforms. We have verified operation, albeit with some minor IDL bugs, on personal computers using Windows 7 and Windows Vista; Unix platforms; and Macintosh computers. Version 6 is an update that uses the IDL Virtual Machine to resolve the need for licensing IDL.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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Idle Reduction Idle Reduction Research and Development to someone by E-mail Share Alternative Fuels Data Center: Idle Reduction Research and Development on Facebook Tweet about Alternative Fuels Data Center: Idle Reduction Research and Development on Twitter Bookmark Alternative Fuels Data Center: Idle Reduction Research and Development on Google Bookmark Alternative Fuels Data Center: Idle Reduction Research and Development on Delicious Rank Alternative Fuels Data Center: Idle Reduction Research and Development on Digg Find More places to share Alternative Fuels Data Center: Idle Reduction Research and Development on AddThis.com... More in this section... Idle Reduction Benefits & Considerations Heavy-Duty Vehicles Medium-Duty Vehicles Light-Duty Vehicles School Buses Laws & Incentives

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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This milestone report summarizes the general characteristics of scuffing damage to solid surfaces, then describes transient effects on scuffing observed during oscillating sliding wear tests of candidate material pairs for high-temperature dieselengine applications, like waste-gate bushings in exhaust gas recirculation (EGR) systems. It is shown that oxidation and the formation of wear particle layers influence the friction of such components. In the case of metallic materials in cylindrical contacts where there is a generous clearance, debris layers can form which reduce the torque over time. For ceramic combinations, the opposite effect is observed. Here, the accumulation of wear debris leads to an increase in the turning torque. High-temperature transient scuffing behavior is considered in terms of a series of stages in which the composition and morphology of the contact is changing. These changes are used to explain the behavior of 11 material pairs consisting of stainless steels, Ni-based alloys, Co-based alloys, and structural ceramics.

Dieselengine design continues to be driven by the need to improve performance while at the same time achieving further reductions in emissions. The development of new designs to accomplish these goals requires an understanding of how the emissions are produced in the engine. Laser-imaging diagnostics are uniquely capable of providing this information, and the understanding of diesel combustion and emissions formation has been advanced considerably in recent years by their application. However, previous studies have generally focused on the early and middle stages of diesel combustion. These previous laser-imaging studies do provide important insight into the soot formation and oxidation processes during the main combustion event. They indicate that prior to the end of injection, soot formation is initiated by fuel-rich premixed combustion (equivalence ratio > 4) near the upstream limit of the luminous portion of the reacting fuel jet. The soot is then oxidized at the diffusion flame around the periphery of the luminous plume. Under typical dieselengine conditions, the diffusion flame does not burn the remaining fuel and soot as rapidly as it is supplied, resulting in an expanding region of rich combustion products and soot. This is evident in natural emission images by the increasing size of the luminous soot cloud prior to the end of injection. Hence, the amount of soot in the combustion chamber typically increases until shortly after the end of fuel injection, at which time the main soot formation period ends and the burnout phase begins. Sampling valve and two-color pyrometry data indicate that the vast majority (more than 90%) of the soot formed is oxidized before combustion ends; however, it is generally thought that a small fraction of this soot from the main combustion zones is not consumed and is the source of tail pipe soot emissions.

Advances in engine oil technology and increased combustion efficiency has resulted in the longer oil intervals in vehicles. Current oil change interval practice only takes into account the mileage a vehicle has driven and does not consider other vehicle operations that affect oil life like extended idle. Routine oil sampling is one way to ensure optimal oil intervals, but the price continuous analysis can be prohibitive. It is possible to use on board diagnostic (OBD) data to correlate oil degradation to engine usage in order to develop an algorithm that is applicable to many vehicles. While much research has been conducted for light duty vehicles, little has been completed for heavy duty vehicles, in particular vehicles that idle a majority of their time. This study uses multiple heavy duty vehicles that are monitored by monthly routine oil analysis and logging of on board diagnostic data to determine the effects extended idle has on the wear rate of oil. The vehicles were used in their normal operation; this resulted in an average idle run time of 60% of run time and no less than 50% in a single vehicle. At each sample the quality of the oil and the operation of the engines were assessed. The results of the oil analysis showed very little degradation of oil. As expected, a negative correlation was seen in viscosity and total base number (TBN) but not abnormal when compared to base oil. Significant degradation was not seen even after using the vehicle passed the manufacturer recommended oil intervals. Analysis of engine operation showed that the temperature of the oil was optimal for 85% of idle operation. In addition, oil pressures at idle were sufficiently higher than the minimum pressure recommended by the manufacturer, but was less than half of the average in use oil pressure. The combination of low pressure and optimal temperature has resulted in little oil degradation. The results from the study have shown that extended idling in the study vehicles can be treated similar to long trip interval service for oil degradation. Additionally, extended idling did not result in abnormal engine wear or excessive contamination.

The structure of first- and second-stage combustion is investigated in a heavy-duty, single-cylinder optical engine using chemiluminescence imaging, Mie-scatter imaging of liquid-fuel, and OH planar laser-induced fluorescence (OH-PLIF) along with calculations of fluorescence quenching. Three different diesel combustion modes are studied: conventional non-diluted high-temperature combustion (HTC) with either (1) short or (2) long ignition delay, and (3) highly diluted low-temperature combustion (LTC) with early fuel injection. For the short ignition delay HTC condition, the OH fluorescence images show that second-stage combustion occurs mainly on the fuel jet periphery in a thickness of about 1 mm. For the long ignition delay HTC condition, the second-stage combustion zone on the jet periphery is thicker (5-6 mm). For the early-injection LTC condition, the second-stage combustion is even thicker (20-25 mm) and occurs only in the down-stream regions of the jet. The relationship between OH concentration and OH-PLIF intensity over a range of equivalence ratios is estimated from quenching calculations using collider species concentrations predicted by chemical kinetics simulations of combustion. The calculations show that both OH concentration and OH-PLIF intensity peak near stoichiometric mixtures and fall by an order of magnitude or more for equivalence ratios less than 0.2-0.4 and greater than 1.4-1.6. Using the OH fluorescence quenching predictions together with OH-PLIF images, quantitative boundaries for mixing are established for the three engine combustion modes. (author)

An experimental study was performed to understand fuel property effects on low temperature combustion (LTC) processes in a light-duty dieselengine. These types of combustion modes are often collectively referred to as high efficiency clean combustion (HECC). A statistically designed set of research fuels, the Fuels for Advanced Combustion Engines (FACE), were used for this study. Engine conditions consistent with low speed cruise (1500 rpm, 2.6 bar BMEP) were chosen for investigating fuel property effects on HECC operation in a GM 1.9-L common rail dieselengine. The FACE fuel matrix includes nine combinations of fuel properties including cetane number (30 to 55), aromatic contents (20 to 45 %), and 90 % distillation temperature (270 to 340 C). HECC operation was achieved with high levels of EGR and adjusting injection parameters, e.g. higher fuel rail pressure and single injection event, which is also known as Premixed Charge Compression Ignition (PCCI) combustion. Engine performance, pollutant emissions, and details of the combustion process are discussed in this paper. Cetane number was found to significantly affect the combustion process with variations in the start of injection (SOI) timing, which revealed that the ranges of SOI timing for HECC operation and the PM emission levels were distinctively different between high cetane number (55) and low cetane number fuels (30). Low cetane number fuels showed comparable levels of regulated gas emissions with high cetane number fuels and had an advantage in PM emissions.

The goal of the present technology development was to increase the efficiency of internal combustion engines while minimizing the energy penalty of meeting emissions regulations. This objective was achieved through experimentation and the development of advanced combustion regimes and emission control strategies, coupled with advanced petroleum and non-petroleum fuel formulations. To meet the goals of the project, it was necessary to improve the efficiency of expansion work extraction, and this required optimized combustion phasing and minimized in-cylinder heat transfer losses. To minimize fuel used for diesel particulate filter (DPF) regeneration, soot emissions were also minimized. Because of the complex nature of optimizing production engines for real-world variations in fuels, temperatures and pressures, the project applied high-fidelity computing and high-resolution engine experiments synergistically to create and apply advanced tools (i.e., fast, accurate predictive models) developed for low-emission, fuel-efficient engine designs. The companion experiments were conducted using representative single- and multi-cylinder automotive and truck dieselengines.

A parametric study of the liquid-phase fuel penetration of evaporating Diesel fuel jets has been conducted in a directinjection Dieselengine using laser elastic-scatter imaging. The experiments were conducted in an optically accessible Dieselengine of the ``heavy-duty`` size class at a representative medium speed (1200 rpm) operating condition. The density and temperature at TDC were varied systematically by adjusting the intake temperature and pressure. At all operating conditions the measurements show that initially the liquid fuel penetrates almost linearly with increasing crank angle until reaching a maximum length. Then, the liquid-fuel penetration length remains fairly constant although fuel injection continues. At a TDC density of 16.6 kg/m{sup 3} and a temperature of about 1000 K the maximum penetration length is approximately 23 mm. However, it varies significantly as TDC conditions are changed, with the liquid-length being less at higher temperatures and at higher densities. The corresponding apparent heat release rate plots are presented and the results of the liquid-phase fuel penetration are discussed with respect to the ignition delay and premixed bum fraction.

Sample records for diesel engine idling from the National Library of Energy Beta (NLEBeta)

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The CTR Vehicle Systems and Fuels team a diesel hybrid powertrain. The goal of this experiment was to investigate and demonstrate the potential of dieselengines for hybrid electric vehicles (HEVs) in a fuel economy and emissions. The test set-up consisted of a dieselengine coupled to an electric motor driving a Continuously Variable Transmission (CVT). This hybrid drive is connected to a dynamometer and a DC electrical power source creating a vehicle context by combining advanced computer models and emulation techniques. The experiment focuses on the impact of the hybrid control strategy on fuel economy and emissions-in particular, nitrogen oxides (NO{sub x}) and particulate matter (PM). The same hardware and test procedure were used throughout the entire experiment to assess the impact of different control approaches.

Methanol can be made suitable for compression ignition engines by ignition-improving additives. The ignition improver demand can be minimized by increasing the compression ratio. The technical suitability of this fuel can be regarded as proven, since most of the problems connected with its use have been solved. Its economic viability, however, has still to be doubted. From an environmental point of view, ignition-improved methanol deserves great interest due to the total absence of soot in the exhaust and the considerably reduced NO/sub x/ emission.

The performance of a single-cylinder, direct-injection dieselengine was measured with intake oxygen levels of up to 35% and fuel water contents of up to 20%. Because a previous study indicated that the use of a less-expensive fuel would be more economical, two series of tests with No. 4 diesel fuel and No. 2 diesel fuel were conducted. To control the emissions of nitrogen oxides (NO{sub x}), water was introduced into the combustion process in the form of water-emulsified fuel, or the fuel injection timing was retarded. In the first series of tests, compressed oxygen was used; in the second series of tests, a hollow-tube membrane was used. Steady-state engine performance and emissions data were obtained. Test results indicated a large increase in engine power density, a slight improvement in thermal efficiency, and significant reductions in smoke and particulate-matter emissions. Although NO{sub x} emissions increased, they could be controlled by introducing water and retarding the injection timing. The results further indicated that thermal efficiency is slightly increased when moderately water-emulsified fuels are used, because a greater portion of the fuel energy is released earlier in the combustion process. Oxygen-enriched air reduced the ignition delay and caused the heat-release rate and cumulative heat-release rates to change measurably. Even at higher oxygen levels, NO{sub x} emissions decreased rapidly when the timing was retarded, and the amount of smoke and the level of particulate-matter emissions did not significantly increase. The single-cylinder engine tests confirmed the results of an earlier technical assessment and further indicated a need for a low-pressure-drop membrane specifically designed for oxygen enrichment. Extension data set indexed separately. 14 refs.

, products obtained from hydrothermal upgrading, Fisher-Tropsch diesel from bio-based synthesis gas and bio by a Karl Fisher titration. For the Karl Fisher titrations a 787 KF Titrino device from Metrohm was used

Contamination of the lube-oil with hard abrasive particles leads to a three-body abrasive wear mechanism that highly accelerates piston ring/cylinder liner wear in coal-fueled dieselengines. One approach to reducing that wear is to modify the size and orientation of surface asperities on the cylinder to enhance the formation of a hydrodynamic film, and to provide avenues of escape for particles that would otherwise be trapped in the wear zone. Another approach is to introduce additives into the contaminated lube-oil that further enhance hydrodynamic film formation, form chemical films on the wearing surfaces, or form films on the contaminant particles. This work focuses on defining the effects of cylinder liner surface finish, various configurations of slots in the cylinder liner surface, and various additives in the contaminated lube-oil on the wear process. Wear tests were initiated in a bench apparatus using coal-ash contaminated lube-oil to test the various wear configurations. The results of these tests indicate that the formation of a hydrodynamic film between the ring and cylinder specimens is enhanced by increasing surface roughness, and by orienting the surface asperities normal to the direction of ring travel but modifications to the cylinder liner surface did not greatly reduce the wear rate. Additives to the lubricant seemed to have a much more significant effect on wear, with a dispersant additive highly accelerating the wear, while a detergent additive was able to reduce the wear almost to the rate achieved where there was no contaminant.

is that the processor is unable to transition to a power-saving deep C-state. 60. 65. 70. 75. 80. 85. 90. 95. 100. 0 1 2IdlePower: Application-Aware Management of Processor Idle States Hrishikesh Amur Ripal Nathuji. With careful adaptation schemes, the system can save power by entering different idle states dynamically

Experiments have been completed to characterize coal-water slurry sprays from a modified positive displacement fuel injection system of a medium-speed dieselengine. The injection system includes an injection jerk pump driven by an electric motor, a specially designed diaphragm to separate the abrasive coal from the pump, and a single-hole fuel nozzle. The sprays were injected into a pressurized chamber equipped with windows. High speed movies, instantaneous fuel line pressures and needle lifts were obtained. For injection pressures of order 30 MPa, the sprays were similar for coal-water slurry, diesel fuel and water. The time until the center core of the spray broke-up (break-up time) was determined from both the movies and from a correlations using the fuel line pressures. Results from these two independent procedures were in good agreement. For the base case conditions, the break-up time was 0.58 and 0.50 ms for coal-water slurry and diesel fuel, respectively. The break-up times increased with increasing nozzle orifice size and with decreasing chamber density. The break-up time was not a function of coal loading for coal loadings up to 53%. Cone angles of the sprays were dependent on the operating conditions and fluid, as well as on the time and location of the measurement. For the cases studied, the time-averaged cone angles ranged between 10.2 and 17.0{degree}.

Idle Industrial Sites Redevelopment (Wisconsin) Idle Industrial Sites Redevelopment (Wisconsin) Idle Industrial Sites Redevelopment (Wisconsin) < Back Eligibility Developer Institutional Local Government Nonprofit State/Provincial Govt Savings Category Alternative Fuel Vehicles Hydrogen & Fuel Cells Buying & Making Electricity Water Home Weatherization Solar Wind Program Info State Wisconsin Program Type Grant Program Provider Wisconsin Economic Development Corporation The Idle Industrial Sites Redevelopment Program offers grants of up to $1,000,000 to Wisconsin communities for implementation of redevelopment plans for large industrial sites that have been idle, abandoned, or underutilized for a period of at least five years. Approved projects can use funds for demolition, environmental remediation, or site-specific

The effect of oxygenate molecular structure on soot emissions from a DI dieselengine was examined using carbon-14 ({sup 14}C) isotope tracing. Carbon atoms in three distinct chemical structures within the diesel oxygenate dibutyl maleate (DBM) were labeled with {sup 14}C. The {sup 14}C from the labeled DBM was then detected in engine-out particulate matter (PM), in-cylinder deposits, and CO{sub 2} emissions using accelerator mass spectrometry (AMS). The results indicate that molecular structure plays an important role in determining whether a specific carbon atom either does or does not form soot. Chemical-kinetic modeling results indicate that structures that produce CO{sub 2} directly from the fuel are less effective at reducing soot than structures that produce CO before producing CO{sub 2}. Because they can follow individual carbon atoms through a real combustion process, {sup 14}C isotope tracing studies help strengthen the connection between actual engine emissions and chemical-kinetic models of combustion and soot formation/oxidation processes.

Recent DOE-OHVT studies show that diesel emissions and fuel consumption can be greatly reduced at truck stops by switching from engineidle to auxiliary-fired heaters. Brookhaven National Laboratory (BNL) has studied high performance diesel burner designs that address the shortcomings of current low fire-rate burners. Initial test results suggest a real opportunity for the development of a truly advanced truck heating system. The BNL approach is to use a low pressure, air-atomized burner derived form burner designs used commonly in gas turbine combustors. This paper reviews the design and test results of the BNL diesel fueled cabin heater. The burner design is covered by U.S. Patent 6,102,687 and was issued to U.S. DOE on August 15, 2000.The development of several novel oil burner applications based on low-pressure air atomization is described. The atomizer used is a pre-filming, air blast nozzle of the type commonly used in gas turbine combustion. The air pressure used can b e as low as 1300 Pa and such pressure can be easily achieved with a fan. Advantages over conventional, pressure-atomized nozzles include ability to operate at low input rates without very small passages and much lower fuel pressure requirements. At very low firing rates the small passage sizes in pressure swirl nozzles lead to poor reliability and this factor has practically constrained these burners to firing rates over 14 kW. Air atomization can be used very effectively at low firing rates to overcome this concern. However, many air atomizer designs require pressures that can be achieved only with a compressor, greatly complicating the burner package and increasing cost. The work described in this paper has been aimed at the practical adaptation of low-pressure air atomization to low input oil burners. The objective of this work is the development of burners that can achieve the benefits of air atomization with air pressures practically achievable with a simple burner fan.

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This quarter the project focused primarily in two basic areas. Approximately 60% of the time was applied at continuing to manufacture and test alternate designs of the diesel prechamber and its associated auxiliary equipment. Approximately 23% time was applied to the hydraulic actuation of the gas injector and the design work of applying the gas injector to the engines cylinder liner. The remaining 17% time was spread over a number of areas two of which include the completion of knock detection system and test facility calibration and service.

The diesel fuel injector and pump systems contain many sliding interfaces that rely for lubrication upon the fuels. The combination of the poor fuel lubricity and extremely tight geometric clearance between the plunger and bore makes the diesel fuel injector vulnerable to scuffing damage that severely limits the engine life. In order to meet the upcoming stricter diesel emission regulations and higher engine efficiency requirements, further fuel refinements that will result in even lower fuel lubricity due to the removal of essential lubricating compounds, more stringent operation conditions, and tighter geometric clearances are needed. These are expected to increase the scuffing and wear vulnerability of the diesel fuel injection and pump systems. In this chapter, two approaches are discussed to address this issue: (1) increasing fuel lubricity by introducing effective lubricity additives or alternative fuels, such as biodiesel, and (2) improving the fuel injector scuffing-resistance by using advanced materials and/or surface engineering processes. The developing status of the fuel modification approach is reviewed to cover topics including fuel lubricity origins, lubricity improvers, alternative fuels, and standard fuel lubricity tests. The discussion of the materials approach is focused on the methodology development for detection of the onset of scuffing and evaluation of the material scuffing characteristics.

Dieselengines are widely used in heavy duty transportation applications such as in trucks, buses and ships because of their reliability and high torque output. A key diesel technology is the injection system which is ...

This topical report summarizes work accomplished for the Program from January 1, 2003 through December 31,2004 in the following task areas: Task 1--Materials Development; Task 2--Composite Development; Task 4--Reactor Design and Process Optimization; Task 8--Fuels and Engine Testing; 8.1 International DieselEngine Program; and Task IO: Program Management. Most of the key technical objectives for this budget period were achieved. Only partial success was achieved relative to cycle testing under pressure Major improvements in material performance and element reliability have been achieved. A breakthrough material system has driven the development of a compact planar reactor design capable of producing either hydrogen or syngas. The planar reactor shows significant advantages in thermal efficiency and costs compared to either steam methane reforming with CO{sub 2} recovery or autothermal reforming. The fuel and engine testing program is complete The single cylinder test engine evaluation of UCTF fuels begun in Budget Period 2 was finished this budget period. In addition, a study to evaluate new fuel formulations for an HCCl engine was completed.

The tribological properties of a variety of advanced coating materials have been evaluated under conditions which simulate the piston ring -- cylinder liner environment near top ring reversal in a heavy duty dieselengine. Coated ``ring`` samples were tested against a conventional pearlitic grey cast iron liner material using a high temperature reciprocating wear test rig. Tests were run with a fresh CE/SF 15W40lubricant at 200 and 350{degrees}C, with a high-soot, engine-tested oil at 200{degrees}C and with no lubrication at 200{degrees}C. For lowest wear under boundary lubricated conditions, the most promising candidates to emerge from this study were high velocity oxy-fuel (HVOF) Cr{sub 3} C{sub 2} - 20% NiCr and WC - 12% Co cermets, low temperature arc vapor deposited (LTAVD) CrN and plasma sprayed chromium oxides. Also,plasma sprayed Cr{sub 2}O{sub 3} and A1{sub 2}O{sub 3}-ZrO{sub 2} materials were found to give excellent wear resistance in unlubricated tests and at extremely high temperatures (450{degrees}C) with a syntheticoil. All of these materials would offer substantial wear reductions compared to the conventional electroplated hard chromium ring facing and thermally sprayed metallic coatings, especially at high temperatures and with high-soot oils subjected to degradation in diesel environments. The LTAVD CrN coating provided the lowest lubricated wear rates of all the materials evaluated, but may be too thin (4 {mu}m) for use as a top ring facing. Most of the coatings evaluated showed higher wear rates with high-soot, engine-tested oil than with fresh oil, with increases of more than a factor of ten in some cases. Generally, metallic materials were found to be much more sensitive to soot/oil degradation than ceramic and cermet coatings. Thus, decreased ``soot sensitivity`` is a significant driving force for utilizing ceramic or cermet coatings in dieselengine wear applications.